If you weren’t aware, Corvette turned sixty years old, marking when the first of 300 fiberglass-bodied Corvettes rolled off the assembly line at the General Motors factory in Flint, Michigan, according to, nydailynews.com. While 3,640 Corvettes were built in 1954, sadly, only about 2,500 were ever sold. Unfortunately, six-cylinder sports cars were not a favorite at the time. However, GM smartened up for ’55 and offered the new model with a venerable 265ci, 195 horsepower Turbo-Fire V8 – one of Chevrolet’s first small-block engines – or a more powerful 155-horsepower Blue Flame six-cylinder.

While the newer 265-inch small-block wasn’t a big seller, there was one who purchased the Corvette, a contractor in allentown, Pa. From there, the all original ’55 ‘Vette with Corvette Copper exterior paint and the light Beige interior upholstery changed hands again in 1964. It was then bought by a local dentist, Ray Peters. The Corvette was 9 years old by then and used as a daily driver.

Nydailynews.com reports, “The Corvette saw daily use with the four-barrel carburetor drinking fuel from the 17.25-gallon fuel tank. Other liquid capacities include a 5-quart crankcase and a 17.75-quart cooling system.” It was also optioned out with a Wonderbar radio, heater, white sidewall tires, turn signals, windshield washers, parking brake alarm and courtesy lights. However, lacked power-assisted anything.

Nydailnews.com goes on to explain where the Corvette is now with on of the second-owner’s (Dentist) son, Andy Peters. “After his father’s death in 2001, Andy says his mother suggested that he give the car a good home. Peters had the Corvette trucked to his home in Virginia. Since then the odometer has turned over 100,000 miles and is nearing the 103,400-mile mark. Now that the car is at his home he has the time to admire the 23-chrome teeth in the grille and the full wheel covers on the 6.70×15-inch tires, as well as the gold “V” in signature Chevrolet script on the bodyside, which identifies it as a Corvette with a V-8 engine. With few exceptions Peter’s Corvette is virtually in original condition. When in the driver’s seat Peters can see the 140-mph speedometer and the well worn steering wheel. He could have the steering wheel repainted, but he won’t.”

Peters reminisces, “My dad wore the paint off that wheel.” If that ain’t cool we don’t know what is…

Jim Campbell is no stranger to the performance world. What began in 1987 working as a college intern at the Chevrolet in Warren, Michigan has led to his most recent role – U.S. Vice President, Performance Vehicles and Motorsports. Campbell’s extensive background including, district sales roles, working with GM dealers, responsibility for GM’s fleet and Commercial Operations, and the certified used vehicle programs for the company has made him an easy candidate for having, quite literally, the coolest job around in the auto industry.

While following up various leads for other news and rumors, we stumbled upon Campbell’s interview with TheBLOCK.com in regards to his thoughts on Chevrolet’s upcoming 2013 race season. It was there we got comfortable, kicked up our feet and read through Campbell’s extensive history with performance vehicles like the Corvette and Camaro. Campbell’s even shown some deep roots in a variety of race series including NASCAR, American LeMans Series and Grand AM Racing.

In an effort to bring you just a little bit closer to your favorite automaker and to find out who and why it ticks, we’ve got Jim Campbell’s interview below. While we’ve included only a small sample of the interview, be sure to head on over to TheBLOCK.com for the rest of the interview.

What was the first race you ever attended and how old were you?

Jim Campbell

“When I was just a kid I went to the time trials at Indy Motor Speedway with my Dad. I was probably 6 or 7 years old. We went down with some friends and we all actually slept in a barn at this farmhouse on the outskirts of Indy. That was my first real exposure to racing, it was very exciting. And now to actually be involved in racing and have the opportunity to go back to the Indy Motor Speedway is a great honor.“

What are you most looking forward to this NASCAR season?

Jim Campbell

“First of all, Chevrolet had a dream season in 2012 with multiple championships on the manufacturer and driver levels. It’s exciting to have that momentum as we come in to the 2013 season. We’ve been hard at work preparing for this season, but we know our competition has been as well. We’re focusing on executing our plans with each of our race teams, quickly looking at what we need to do weekend-to-weekend to prove ourselves as we progress through the season. 2012 had a lot of exciting moments and championships, and we’re coming in to 2013 focused on our goal of winning championships again. NASCAR this year will be an incredible new chapter for Chevrolet, as we’ll be running the SS for the first time in a points race at the Daytona 500.”

“It was very exciting to reveal the SS production car at the Daytona International Speedway, and we’re excited for the SS to pace the Daytona 500 on Sunday. It will be great to see our SS production car, pace car and race car all at Daytona to kick off the NASCAR season. Our focus with the SS production and race cars is to increase the relevance of what we race on the track and what we sell in the show room. What we’ll race on the track is a fuel-injected, small-block, rear-wheel drive V8, and what we’ll sell in the showroom is a fuel-injected, small block, rear-wheel drive V8, making what we think is the most authentic connection between what we race on the track and sell in the showroom.”

“In addition, we’ll be running the Chevrolet Camaro for the first time in the Nationwide series and we’ll be pacing that race with a Chevrolet Camaro ZL1, as well. We’ll also be pacing the Camping World truck series with a 2014 Chevrolet Silverado. So it’ll be great to see our production cars pacing races with their race car counterparts on the track.”

Unfortunately, we can’t copy the entire interview. However, all is not lost. To find out the the rest of the answers to these questions, follow the link here to get on over to TheBLOCK.com.

What is your daily routine like at the Daytona 500?

You mentioned increasing the relevance of what Chevrolet races on the track and sells in the showroom. Can you go a little deeper into how closely the development process of new production cars and race cars are related?

With the rest of race season in front of us, what else can Team Chevy fans look forward to in 2013?

]]>http://www.corvetteonline.com/news/jim-campbell-has-possibly-the-coolest-job-at-gm/feed/0http://www.corvetteonline.com/image/2013/02/photo-21-400x300.jpghttp://www.corvetteonline.com/image/2013/02/photo-21-300x225.jpgAvailable Now, LS9 Controller Kitshttp://www.corvetteonline.com/news/available-now-ls9-controller-kits/?utm_source=rss&utm_medium=rss&utm_campaign=available-now-ls9-controller-kits
http://www.corvetteonline.com/news/available-now-ls9-controller-kits/#commentsTue, 19 Feb 2013 23:21:54 +0000Sean Haggaihttp://www.corvetteonline.com/?p=157309Finding exactly what you need for your custom build can be a daunting experience. With the popularity of LS-swaps becoming more and more attractive to builders and weekend-wrenchers, the aftermarket must make strides to continue with support. In an effort to keep our bowtie enthusiasts up to date with the latest news and parts, we found Chevrolet Performance’s LS9 controller kit; readily available and ready to ship on the TheBLOCK.com through ChevroletPerformance.com.

TheBLOCK.com has a habit of showcasing various products offered up through the Chevrolet Performance line. This week, we were greeted with the LS9 Controller kit (PN 19299462). According to TheBLOCK.com, the LS9 Controller Kit is, “A precisely calibrated engine control module is essential to making your fuel-injected LS engine perform in your older vehicle – and Chevrolet Performance is your source for controllers that are designed for easy, ‘plugand-play’ installation and, in most applications, no need for third-party tuning adjustments.”

These inclusive kits from ChevroletPerformance.com deliver everything you would expect to get your project running including, the controller, wire harness, mass airflow sensor, oxygen sensors and even the throttle pedal assembly to match the electronic throttle. Even if you little to no experience with this setup, the kit includes detailed instructions, making the setup and finalization quick and easy.

A mass airflow meter mounting boss (for installation in the air intake system)

A throttle pedal assembly (for use with the electronically operated throttle)

A complete wiring harness with fuse box

The programmed controller

An instruction sheet

The best part, unlike production controllers that may or may not come with a used engine, these specific controllers are calibrated for installation in older vehicles. That means many of the features required for late-model production vehicles are “turned off,” because they’re not required in older cars and trucks. That means features that may trigger a diagnostic trouble code and possibly affect performance or require additional third-party tuning are not enabled. The LS9 Controller Kit is a true stand-alone system, only requiring the power and ground sources, a high-pressure fuel pump and electric fan to get the vehicle running. Additionally, it’s also programmed for easy use with a Chevrolet Performance’s automatic transmissions and includes a SES (Service Engine Soon) LED indicator embedded in the fuse box.

For more information on the LS9 Controller Kit as well as where to purchase this particular setup or to learn more about Chevrolet’s line of aftermarket parts and components, be sure to check out TheBLOCK.com or ChevroletPerformance.com. Additionally, the Chevrolet Performance catalog is available online and in a downloadable PDF format. Just click and save!

]]>http://www.corvetteonline.com/news/available-now-ls9-controller-kits/feed/0http://www.corvetteonline.com/image/2013/02/LS9controller-400x400.jpghttp://www.corvetteonline.com/image/2013/02/LS9controller-e1361316809712-300x224.jpgHolley Performance YouTube Page Offers NOS Tips ‘n’ Trickshttp://www.corvetteonline.com/news/video-holley-performance-youtube-page-offers-nos-tips-n-tricks/?utm_source=rss&utm_medium=rss&utm_campaign=video-holley-performance-youtube-page-offers-nos-tips-n-tricks
http://www.corvetteonline.com/news/video-holley-performance-youtube-page-offers-nos-tips-n-tricks/#commentsTue, 15 Jan 2013 17:36:35 +0000Sean Haggaihttp://www.corvetteonline.com/?p=153715When it comes to bolt-on supremacy, there’s no denying the instant power and reliability from a simple nitrous oxide kit to your current project car or daily driver. In years past, it took more than a set of tools to achieve the desired power from any number of naturally aspirated or boosted small- and big-block applications.

Now, however, nearly any weekend-wrencher can get the race-style parts with off-the-shelf availability. This means less down-time and more time in the drivers seat hauling around since reliability remains a crucial factor even with today’s modern-built haulers and sleds.

Enthusiasts not only want to go fast, they want drive their vehicles everyday to work and who can blame them? With this type of attitude, the benefits of nitrous oxide systems become more clear.

Not only is nitrous affordable but requires no more than a basic set of hand tools and an afternoon to install. Holley Performance, a name synonymous with performance, has created some of the most user-friendly nitrous oxide kits in the aftermarket. To assure their base of customers and enthusiasts have a grasp of how nitrous works, operates and installs, NOS has an entire video page dedicated to the subject.

This consolidation of videos allows nearly anybody to become a nitrous-installing guru in less than an hour. Seriously, NOS has put together 18, in-depth nitrous oxide videos. It’s a total of 52 combined minutes to make sure current or potential users understand how nitrous works, the NOS line of products and how to install a variety of their kits including wiring. While this review of nitrous may seem like a broken record to some, keep in mind, we were all beginners at one point. Of course, all of these videos are available through the Holley Performance NOS YouTube.com page.

The NOS philosophy begins with an introduction to nitrous and kicks into high gear by following that up with the differences between dry and wet nitrous. From there, start taking notes. The NOS YouTube page consists of videos that range from one to ten minutes, depending on the subject. That’s not all either. To find out more, make sure to head on over to the NOS YouTube page for the entire feed of videos.

]]>http://www.corvetteonline.com/news/video-holley-performance-youtube-page-offers-nos-tips-n-tricks/feed/0http://www.corvetteonline.com/image/2013/01/Screen-Shot-2013-01-14-at-3.11.05-PM-400x289.jpghttp://www.corvetteonline.com/image/2013/01/Screen-Shot-2013-01-14-at-3.11.05-PM-300x217.jpgeBay Find: Vintage ’79 IMSA Corvette Hits Auctionhttp://www.corvetteonline.com/news/ebay-find-vintage-79-imsa-corvette-hits-auction/?utm_source=rss&utm_medium=rss&utm_campaign=ebay-find-vintage-79-imsa-corvette-hits-auction
http://www.corvetteonline.com/news/ebay-find-vintage-79-imsa-corvette-hits-auction/#commentsFri, 04 Jan 2013 22:04:03 +0000Sean Haggaihttp://www.corvetteonline.com/?p=152725If you aren’t familiar with the International Motor Sports Association (IMSA), don’t feel bad because not a lot of people are. However, if there’s one thing to learn, it’s there was an iconic Corvette campaigned in that series, piloted by Joe Chamberlain, which is now up for sale on eBay.com. This memorable Corvette was built by John and Bert Greenwood and featured massive body bulges, creating an awe-inspiring design on wheels that dominated high-end exotics of the era.

Though we found this example is in poor shape while cruising our favorite sites, it still conjures up a nostalgic feel and leaves open the possibility to bring this IMSA icon back to life to race another day. This car in particular was campaigned by successful Trans AM and SCCA A/Sedan driver Joe Chamberlain during the late 1970s and early 1980s. Initially powered by a twin-turbo small-block, it eventually was pulled in favor of a big-block; both were capable of producing near quadruple digit horsepower. What’s more, many of the components from both motors are included with the sale as well as full documentation. Talk about bang-for-the-buck!

The sale includes lots of engine and drivetrain parts including two blocks, piston sets, one aluminum set and iron set of cylinder heads, distributors, MSD systems, water pumps, and an alternator with the brackets and fasteners. For oiling, the sale also features the dry sump pumps, tank, plumbing and the pan. That’s not all either as the lot will throw in some miscellaneous turbos, electronics, piping, exhaust components and intercoolers with ducting and mounts.

If this price is right and with some elbow grease using these spare parts and components, you could own one of the quickest nostalgic IMSA cars ever created. For more details on this particular car, be sure to take a look at the eBay auction link right here.

New-generation Corvettes and small-block engines don’t come around every day, so the General Motor’s recent announcement, which we covered here, was particularly important. At the company’s state-of-the-art Powertrain facility in Pontiac, Michigan, the wraps were taken off the Gen 5 small-block for the upcoming seventh-generation Corvette. It will go on sale later in 2013 as a 2014 model.

The fifth generation small-block reintroduces the LT1 moniker – last used on the 1996 Corvette and ’97 Camaro Z28 – with a host of advanced technologies that Chevrolet says will make it the most fuel-efficient Corvette ever. Preliminary estimates tag the new LT1 with 450 horsepower and 450 lb.-ft. of torque with the same 6.2-liter displacement as the current LS3 engine.

The new LT1 6.2L Gen 5 small-block for the 2014 Corvette is estimated at 450 horsepower and 450 lb.-ft. of torque. GM says it represents the most significant revamp of the small-block in its history.

That’s about 5 % more power than the LS3, but consider this: The new LT1 will deliver about 230 % more horsepower than the 1955 Corvette’s original, 265-cid, 195-hp small-block from only 42-% greater displacement. “The new Corvette’s LT1 represents the most significant redesign in the small-block’s nearly 60-year history,” says Sam Winegarden, vice president, global powertrain engineering. “More than just great horsepower, the LT1 has been optimized to produce a broader power band. Below 4,000 rpm, the torque of the Corvette LT1 is comparable to that of the LS7 out of the current Corvette Z06. The LT1 is a sweetheart of a power plant and drivers will feel its tremendous torque and power at every notch on the tachometer.”

The greater power and efficiency are due mostly to technologies never before employed together on the Corvette, including direct-injection, Active Fuel Management and continuously variable valve timing. An all-new combustion system was developed to optimize the technologies, although it is the primary enabler of the direct-injection fuel system.

As its name implies, direct-injection introduces fuel directly into the combustion chamber, rather than into the intake manifold with a conventional port-injection system. It enables greater combustion efficiency with a more complete burn of the fuel in the air-fuel mixture. This is achieved by precisely controlling the mixture motion and fuel injection spray pattern. direct-injection also keeps the combustion chamber cooler, which allows for a higher compression ratio – 11.5:1 in the LT1 – for more power.

In a nutshell, the new LT1 makes more power with less fuel. Talk about a win-win.

Although similar to previous LS block designs, the LT1 block is a new casting and incorporates oil squirters.

New Combustion System

Although GM has several years worth of direct-injection experience under its belt, it has all been with dual-overhead-camshaft engines. Designers had to start from scratch for the LT1, as the overhead valve/two-valves-per-cylinder arrangement was completely different than the DOHC designs. In fact, the flow field – the motion of the air/fuel mixture – is more complex with an overhead-valve design and direct-injection requires more mixture swirling for optimal combustion.

An all-new cylinder head design supports the engine’s direct-injection fuel system. The valve positions are reversed, compared to Gen 3 and Gen 4 LS engines. They measure 2.13 inches on the intake side and 1.59 inches for the exhaust.

Designers considered about 75 versions of combustion systems for the Gen 5, before a final design was selected. The resulting cylinder head design for the Gen 5 is all-new, along with a new, “sculpted” piston design. The pistons feature risers at the top to direct the fuel spray for a more complete combustion, while the spark plug angle and depth have been revised to protrude farther into the chamber, placing the electrode closer to the center of the combustion to support the direct-injection system.

Another significant change with the LT1 is the reversal of the position of the intake and exhaust valves, compared to the Gen 4 small-block.

The change enables a straighter path for the air charge into the combustion chamber. The airflow enters the combustion chambers via large, 2.13-inch hollow intake valves and exits through 1.59-inch hollow sodium exhaust valves. The valves are held at new, 12.5-degree intake/12-degree exhaust angles, vs. the Gen 4’s 15-degree angle, and splayed slightly to reduce shrouding and enable greater airflow.

In place of the conventional flat-top piston, the new LT1 features an intricately sculpted head designed to help direct the fuel spray of the direct-injection system.

There’s a lot going on with the LT1’s camshaft: At the front is the phaser mechanism for variable valve timing and at the rear is an additional triangular lobe that drives the engine-mounted high-pressure fuel pump for the direct-injection system. Also, A close-up look at the combustion chamber reveals how far the spark plug protrudes into it, to get the flame closer to the center of the chamber.

Along with direct-injection, the Corvette employs Active Fuel Management for the first time, which is GM’s term for cylinder deactivation technology, which shuts down half of the cylinders in light-load driving to safe fuel. Yes, that technically means a C7 may cruise down the freeway as a four-cylinder but the inherent torque of the big-displacement 6.2-liter engine and seamless switching between V-4 and V-8 modes makes the phenomenon essentially imperceptible.

An overview shot without the intake manifold reveals the complexity of the direct-injection fuel system. Also note the “towers” between the coil packs. They’re part of the LT1’s unique PCV system.

Similar But Different

Compared to the Gen 4 engine, the Gen 5’s cylinder block casting is all-new, but based on the same basic architecture. It was refined and modified to accommodate the mounting of an engine-driven direct-injection high-pressure fuel pump. It also incorporates new engine mount attachments, new knock sensor locations, improved sealing and provisions for oil-spray piston cooling.

The LT1 uses a very effective four-into-one exhaust manifold design similar to the LS7.

The engine-driven fuel pump – driven by an extra lobe on the camshaft – is a game-changer for the Gen 5 small-block. It’s also mounted in the valley between the cylinder heads, beneath the intake manifold, feeding a set of very specialized fuel injectors with super-high-pressure of about 2,175 psi. That has huge implications for the aftermarket performance and tuning world, which will undoubtedly require time to adjust to the new configuration.

The LT1’s oiling system is also new and includes oil-spray piston cooling, which was previously only used on the supercharged LSA and LS9 engines.

The system uses a new, variable-displacement oil pump that enables more efficient oil delivery, per the engine’s operating conditions. Beyond LT1’s greater performance and expected fuel economy over the LS3 and even more than its roster of new features is the inescapable fact that General Motors has doubled down on the overhead-valve engine design. It wasn’t without hard consideration or self consciousness, either. Believe us, everyone at Chevrolet is sensitive to the years of criticism from pundits who cite the small-block as an archaic lump in a more sophisticated world of multi-cam competitors.

An 87mm throttle body caps the LT1’s intake manifold – which definitely looks odd without fuel injectors in it. They’re now located in the cylinder heads for the direct-injection system.

Perception isn’t necessarily reality, however, as the Corvette Racing team demonstrated during 2012. The small-block-powered C6.Rs beat Ferrari, BMW and Porsche to sweep the drivers’, team, and manufacturer championships in the production-based American Le Mans Series GT class. Clearly, an engine with a single camshaft mounted within the cylinder block wasn’t a constraint.

“The engine requirements for a production car and a race car are remarkably similar,” says Jordan Lee, Small-Block Chief Engineer and Program Manager. “In both cases, you want an engine that is powerful and efficient, compact and lightweight, and durable. That combination is what made the original small-block so successful. The new, state-of-the-art technologies make one of the best performance car engines in the world even better in the LT1.”

Right on. We can’t wait to sample the engine in the new Corvette and show some of those imports what a set of pushrods can really do!

I’m going to tell you something you don’t want to hear. Your engine has blow-by. Now, before you go crazy looking for plumes of billowing smoke from your valve cover breathers or planning your next tear down and rebuild, take comfort in knowing that every engine has blow-by to some degree.

Blow-by occurs when the exhaust gases created by combustion leak past the piston rings and make their way into the crankcase creating a positive pressure. Naturally aspirated engines feature some type of crankcase ventilation, whether by PCV valve (which circulates spent gases back into the intake charge) or just open breathers. Without a method in place to vent the crankcase, you’d find yourself wiping your garage floor of spilled oil quite frequently.

The GZ Motorsports vacuum pump rests at the front of the Late Model Engines (LME)-built 454 cubic-inch LSx test engine. Its small size keeps it unobtrusive and provides for a straightforward installation. The polished aluminum housing and –AN fittings add some functional pizzazz to any engine bay.

One way to decrease blow-by and increase piston ring seal is to add an aftermarket vacuum pump. Vacuum pumps work by creating negative airflow (vacuum) thereby pulling the air from the crankcase. They are rated by their airflow capacity measured in cubic-feet per minute (CFM) and are available in a variety of sizes. Which pump is right for you depends on your engine combination.

A smaller, naturally aspirated engine will effectively utilize a smaller pump than a larger displacement engine or one that employs power adders such as nitrous, superchargers, or turbo systems.

These engines produce higher crankcase pressures and, as such, necessitate a larger pump or greater RPM from a smaller model. A properly sized vacuum pump can net positive results in just about any engine. Your powerplant will enjoy increased ring seal, improved combustion, and less contamination of the intake charge. All of these benefits can improve your engines power output.

If you’re in the planning stages of your engine build, a vacuum pump allows for the use of looser, or low-tension, piston rings. This type of ring produces less friction on the cylinder walls and, as with any part of your performance machine, less friction equals more power. However, it’s important to note when using a standard tension ring package, typically, the horsepower increase won’t be as drastic. Horsepower is usually lower from the pump because of the increased leakage as compared to the low tension ring package.

The T6 aluminum Gilmer vacuum pump pulley is included with both kits. It is available as a 36-tooth, 4.5-inch diameter piece or with 46 teeth and a 5.5-inch diameter. The smaller of the two will spin the pump faster and is better suited to lower RPM applications than its larger sibling. Spinning the pulley is the included 22.5-inch long Gilmer drive belt.

We wanted to put a vacuum pump to the test. So we contacted Greg Zucco – the “GZ” in GZ Motorsports, to checkout one his company’s LSx-specific Sportsman Series Vacuum Pump kits for a before-and-after dyno comparison. GZ Motorsports manufactures and sells a variety of vacuum pumps, available individually and in complete kits for a wide range of applications. We had the opportunity to phone into Zucco who immediately shared with us the increasing popularity of the pumps and the benefits of installing a vacuum pump on the LS series of engine. “Years ago, nobody knew much about vacuum pumps. I’ve seen an increase in familiarity of them especially on the LS engine side” Zucco is so sure of his pumps, he’s installed one on his personal vehicle and explained, “I personally run the Sportsman pump on my daily-driven, 2001 Z06 and noticed an immediate change in acceleration with no other modifications.” For GM’s venerable LS series of engines, they offer two options – the Super Pro kit and the Sportsman kit. Both kits are similar in contents, sans the larger pump and the hose and fitting size of the Super Pro version.

GZ Vacuum Pumps // Super Pro Kit & Sportsman Kit

The Super Pro Kit is suited for higher horsepower and power adder applications. It includes GZ’s VP104 33-cfm vacuum pump, and utilizes -12AN fittings and hose. The Sportsman Kit, which we used, features the smaller VP101A 22-cfm Sportsman pump, complete with -10 AN fittings and hose. Inside the pumps, both models share carbon fiber vanes and Rulon (a plastic material with a low coefficient of friction and high heat tolerance) wipers.

The GZ Motorsports kits come complete with Fragola AN fittings for one valve cover (-12AN for the Super Pro series and -10AN for the Sportsman line). Proper sealing of the valve covers is essential to the function of the vacuum pump.

The compact design of the Sportsman and Super Pro pumps will add a mere 6 and 6.5 pounds, respectively, to the front of your LS-based engine. Both feature a polished aluminum housing, so for those of you that like to show your ride, you’ll have something new to shine when you pop the hood. Also in the form-meets-function category is the Gilmer vacuum pump pulley that is included with both kits. Constructed of 6061 T6 aluminum and available with 36 or 46 teeth, the pulley diameter measures 4.5 or 5.5 inches, depending on the tooth count. As we mentioned, the smaller of the two will spin the pump faster and is better suited to lower RPM applications than its larger sibling.

Years ago, nobody knew much about vacuum pumps. I’ve seen an increase in familiarity of them especially on the LS engine side – Greg Zucco, GZ Motorsports

Essential to the proper function of the vacuum pump is the sealing of the valve covers. The GZ Motorsports kits come complete with Fragola AN fittings for one valve cover, -12AN for the Super Pro series and -10AN for the Sportsman line. Five feet of braided stainless steel hose is also included and is sized accordingly per kit.

GZ Motorsports provides their VCV103A adjustable vacuum-relief valve and oil-fill cap with each complete package. The valve and cap combination securely mounts and positively seals to the valve cover and allows for adjustments to the amount of vacuum.

It vents air directly to the pump without drawing it through the engine, unlike the aforementioned PCV valve system that pulls the combustion gases back into the intake stream. Easy adjustments can be made by simply turning a knob on the valve.

Video // GZ Vacuum Pump Design

The LME-built 454 cubic-inch LSx engine, including a standard tension ring package awaits the finishing touches in anticipation of our before and after dyno testing. A stout performer, this engine combination produced gobs of power in a streetable powerband and on 93-octane pump fuel.

Both kits will net you an aluminum crankcase breather tank, complete with drain plug and open element breather. For you Corvette owners, GZ Motorsports saves you some headache by offering an option just for the confines of the C5 and C6 engine bays.

I personally run the Sportsman pump on my daily-driven, 2001 Z06 and noticed an immediate change in acceleration with no other modifications – Greg Zucco, GZ Motorsports

An aluminum manually adjustable tensioner pulley mount is available as an option with either kit. Zucco recommends this upgrade for applications that will see 7,000 RPM or greater.

With the popularity of the LS-series, GM’s latest small-block is making its way to the engine bays of muscle cars, classics, and alternative vehicle brands (read: Mustang hybrids, etc.). You might find one with an electric water pump, carburetor, or a V-belt in place of the serpentine system.

Not to worry, GZ Motorsports has the bases covered with a wide assortment of components that can be tailored to meet your specific needs. Customizable packages can be assembled so anyone with an LS-based combination can enjoy the benefits of an adjustable vacuum pump.

The GZ Motorsports Sportsman vacuum pump bolts together with simple hand tools. The gang at LME had the the new vacuum pump installed in no time. Before we knew it, it was time to get the LSx 454ci engine on the dyno for some testing.

GZ Motorsports // LSx Sportsman Complete Vacuum Pump Kit

The GZ Motorsports LSx Sportsman Vacuum Pump Kit is designed for the popular LS Series late-model Chevrolet engine and is specifically designed to fit perfectly in Chevy, Cadillac, GM Truck and Pontiac applications with a belt tensioner. For applications without a serpentine belt tensioner, like cars with an electric water pump, please make sure to get in contact with GZ Motorsports as custom setups are also available.

This Kit Includes the following items:

The GZ Motorsports Sportsman vacuum pump looks right at home on this high-tech small-block. It bolts on with no modifications to the factory GM accessories or brackets, making it suitable for installation by the home mechanic.

VP101A 22 cfm Sportsman Vacuum Pump

36- or 46-tooth Gilmer vacuum pump pulley

TP100 Custom Gilmer/serpentine pulley

BT3 or BT2 (Corvette) breather tank

5ft. -10AN Stainless Braided Hose

-10 Fragola AN fittings for one valve cover

22.5-inch long Gilmer belt

VCV103A vacuum control valve oil fill cap

Stud bolt, brace bracket, spacers and mounting bolts

Optional T100 tensioner mount for high RPM applications

The Works // Late Model Engines-built LSx 454ci Dyno Mule

Armed with the GZ Motorsports Sportsman Vacuum Pump Kit, it was time to get to work testing the effects of increased vacuum. Bryan Neelen of Late Model Engines assembled the test mule 454 cubic inch LSx. A 4.185-inch bore and 4.125-inch stroke comprise the large displacement while an octet of Wiseco pistons top the connecting rods and help establish the 12:1 compression ratio.

Any properly-built engine can benefit from the addition of a vacuum pump, but the results will vary depending on the amount of blow by it generates and any air leaks that may be present. -Greg Zucco, GZ Motorsports

Topping the cylinders is a pair of LME CNC-ported GM LSx LS7 heads of the six-bolt-per-cylinder variety. A FAST intake manifold straddles the top of the assembly and hides the lobes of a Cam Motion hydraulic roller camshaft that opens the valves 0.650-inch for 247 and 262 degrees of crank rotation on the intake and exhaust, respectively. The lobe separation angle of the hydraulic roller cam is ground at a wide 114 degrees, effectively broadening the power band while bleeding off – or reducing – cylinder pressure.

This reduction in cylinder pressure allows the engine (and your wallet) to enjoy gulping 93 octane gas from the corner Pump N’ Go. With all these impressive features in a large-displacement package, how did it fare on the dyno?

The GZ Motorsports Sportsman Vacuum Pump kit quickly attaches with no modifications to the engine or engine accessories required for installation. With the vacuum pump installed and the big-inch terror ready to make another dyno pass, the proverbial trigger was pulled and the numbers recorded.

The Results // What’s It All Worth

With the negative airflow created by the vacuum pump pulling the positive pressure from the crankcase, the big-cuber screamed away to 712 horsepower at 6,900 RPM, an increase of 7 horsepower. Peak power RPM remained at 6,900. Peak torque fell by 1 ft-lbs. and didn’t reach it’s full potential until 200 RPM later at 5,600 to 577. On average, there was an increase of 6hp although average torque fell off by 2 ft-lbs.

Is a vacuum pump right for your combination? Greg says that for the maximum benefit to be realized, a looser piston ring package is optimum; however, the use of a vacuum pump doesn’t have to be factored into the initial build. Any properly-built engine can benefit from the addition of a vacuum pump, but the results will vary depending on the amount of blow-by it generates and any air leaks that may be present. The bottom line question one must ask is, “Do I really want to add more power to my engine combination?” If you read this far, the answer is obvious.

Summing It All Up // What Does It All Mean?

Is a vacuum pump right for your combination? While it had the appearance of a big ticket race item, Greg Zucco of GZ Motorsports says it is. For the maximum benefit to be realized, a looser piston ring package is optimum; however, the use of a vacuum pump doesn’t have to be factored into the initial build. Any properly-built engine can benefit from the addition of a vacuum pump, but the results will vary depending on the amount of blow by it generates and any air leaks that may be present.

Sure, installing suspension parts, exhuast and intake can surely make your current Corvette an even faster ride. However, have you thought about what the advantages of an aftermarket set of wheels and tires could do, both aesthetically and performance wise? Not only will your Corvette handle and perform better but adding a set of new Cray Corvette wheels with tires can completely transform the look of your Corvette with a modern street-appeal.

We had the opportunity to catch up with Cray Wheels at this year’s SEMA 2012 show where we were given the tour of its new line of Hawk Model wheels. The Hawk Cray Corvette wheels are offered in four different finishes including, Chrome, Gloss Black with a Chrome Stainless Cut Lip, Matte Black and Silver with a Machine Face and Chrome Stainless lip. Of course, these custom Corvette wheels are exclusively designed for the C4, C5, C6, Z05 and Z06. Cray offers this style in 18 inch through 20 inch. Select the perfect high performance staggered wheel for your Corvette.

Cray Wheels didn’t stop there with their Hawk line for Corvettes. Touching on the Corvette owners need for utilizing the well-known and appreciated factory checkered flag wheel cap, Cray designed these wheels to accept that cap.

What’s more, the Hawk line also accepts the Corvette tire pressure monitoring systems.

Cray Corvette wheels are also hub centric, which ensures that they fit precisely over the center flange of the brake rotor so that the wheel is concentric with the wheel bearings for a truer, better balanced wheel/tire assembly and a smoother ride.

The Hawk line of wheel even has it’s own dedicated website with a Corvette configurator program. Yes, if you’re on the rocks as to which size or finish to decide, the configurator will allow the user to preview which wheel suits their Corvette best! Go ahead, try out the configurator by clicking right here.

]]>http://www.corvetteonline.com/features/sema-coverage/sema-2012-cray-wheels-new-vette-hoops-hawk-model/feed/0http://www.corvetteonline.com/image/2012/11/IMG_4469-400x266.jpghttp://www.corvetteonline.com/image/2012/11/IMG_4469-300x200.jpgSEMA 2012: Chassisworks’ Single And Dual Supercharger Gear Driveshttp://www.corvetteonline.com/news/sema-2012-chassisworks-single-and-dual-supercharger-gear-drives/?utm_source=rss&utm_medium=rss&utm_campaign=sema-2012-chassisworks-single-and-dual-supercharger-gear-drives
http://www.corvetteonline.com/news/sema-2012-chassisworks-single-and-dual-supercharger-gear-drives/#commentsThu, 15 Nov 2012 00:32:38 +0000Sean Haggaihttp://www.corvetteonline.com/?p=141051Chassisworks ceases to amaze the industry; continuing to push the envelope and develop new and interesting ways to go fast. After all, it’s what Chassisworks has been about for 25 years! It would only make sense that they would focus some attention to the engine side of things. No, don’t worry, Chassisworks isn’t developing engines, however, Chassisworks is releasing single and dual supercharger gear drives, which eliminate side load on the crankshaft and supercharger bearings.

Whether your blood runs Chevy or Ford, Chassisworks’ supercharger gear drives are now available for Chevy small and big-block, LS-series, or Ford small-block, and Mod-motor applications. The gear drives are available for a variety of superchargers, including ProCharger, Vortech and Paxton in both single and dual applications.

Properly designed gear drives increase reliability in high-horsepower applications by eliminating side loads on the crank and supercharger bearings (which is unavoidable with belt-driven systems). Chassisworks gear drives allow back peddling the engine without risk of throwing a belt.

Gear sets can be configured to overdrive or under-drive the supercharger, enabling maximum output at lower engine RPM or reducing output for more streetable power levels. Each gear drive features the highest quality direct bolt-on application for popular racing and street-performance engines. Plus, all drive units include integral timing pointer, crank trigger mount, oil level sight glass, and gear-case vent.

For complete details on applying the Chassisworks single or dual supercharger gear drive to your current boosted application, make sure to visit the Chassisworks website or call direct to 800-722-2269.

Features

Models available for most Vortech, Paxton, and ProCharger superchargers

Sporting a Gear Vendor unit, this 6-second, Drag Week car proved it can take the abuse of a 1,500-mile road trip. And yes, this car is street legal!

In years past, rodders got their muscle cars to scoot on the freeway by upgrading from their current Turbo 350 or 400 (three-speed) to a more modern electronic overdrive transmission, such as the 700-R4 or by installing a higher rearend gear ratio.

Let’s face it, we build our cars to be driven everywhere. Blasting freeway on-ramp entrances should continue all the way into the fast lane.

Our car’s driveablitly should in no way be limited by our transmission, the very component of the vehicle which harnesses the engine’s torque allowing us to move about. The only way to get more operating range from the engine is via a closer gear spread.

Aside from adding an all-new transmission or fussing with the innards of it, installing a Gear Vendors under/over-drive unit to your already existing transmission can get the job done.

Its key is the ability to split each gear with its own overdriven gear, essentially turning your three- or four-speed into a six- or eight-speed automatic. It won’t matter if it’s mated to a manual or automatic either and it doesn’t care if you are a drag racer, autocrosser, or weekend hauler. Plus the unit can handle up to 2,000 hp.

We got pulled Rick Johnson aside and asked him what was new for this year. He went on to explain that even though their new 3-speed (manual) units were only being built as a limited run, it was necessary to fill the void in the market.

If you weren’t aware, many older trucks came with a column-shifted 3-speed manual transmission. The Gear Vendors fix would allow an owner to utilize their pre-existing transmission and add three additional gears to the mix. Not only does this eliminate the need for a transmission swap but makes the additions of the Gear Vendors unit a mere bolt-in job.

If there’s one thing that separates a true enthusiast from the rest, it’s knowing where to outfit your project car or daily driver with the correct and necessary components. Sure, you’re backyard- or even pro-built car may be fast, however, how long will that rearend hold up to the constant punishment from abuse?

If you weren’t aware, Eaton’s Truetrac rearend setup has had great success and a cult-like following among serious enthusiasts. The Eaton Detroit Truetrac, which performs like an open differential under normal driving conditions and automatically transfers torque to the wheels with better traction, is now expanding it’s line of applications.

How It Works

The Detroit Truetrac was the first helical gear (no clutches) differential ever introduced into the aftermarket as an Eaton brand. In short, the patented design of the parallel axis planetary helical gears provides a quiet, automatic splitting of torque. It performs like an open differential under normal driving conditions and automatically transfers torque to the wheel with better traction. This limited-slip system responds instantly to torque feedback, anytime, at any speed.

This year, Eaton has upped the ante and will soon be releasing an all-new Detroit Truetrac, this time for 35-spline, 9-inch Ford applications with a 5-pinion design. It’s Eaton’s first 5-pinion aftermarket Detroit Truetrac and the extra pinion adds strength. Eaton’s push for a 35-spline configuration will help to satisfy aftermarket, 35-spline axles while also remaining durable. What’s more, to cut down on rotational mass, it’s been scalloped to save weight.

The helical gear-driven design allows for smooth and automatic operation. Best part, it remains maintenance free, which means less down time and more time behind the wheel.

While we don’t have a full break down of Eaton’s newest 9-inch application, we assure you we’ll have more details to follow. For now, make sure to check out the Eaton website for additional information.

]]>http://www.corvetteonline.com/features/sema-coverage/sema-2012-eaton-introduces-detroit-truetrac-for-ford-9-inch/feed/0http://www.corvetteonline.com/image/2012/11/IMG_4197-400x266.jpghttp://www.corvetteonline.com/image/2012/11/IMG_4197-300x200.jpgSEMA 2012: BORLA Goes With The Flow – New Induction Systemshttp://www.corvetteonline.com/news/sema-2012-borla-goes-with-the-flow-new-induction-systems/?utm_source=rss&utm_medium=rss&utm_campaign=sema-2012-borla-goes-with-the-flow-new-induction-systems
http://www.corvetteonline.com/news/sema-2012-borla-goes-with-the-flow-new-induction-systems/#commentsFri, 09 Nov 2012 00:14:20 +0000Sean Haggaihttp://www.corvetteonline.com/?p=139916We’re sure you’re well aware, the more you get into the engine, the more you get out. Overall, your engine will run smoother, make more power and probably even get you a gain in fuel mileage to boot. With this in mind, BORLA set out do what you wouldn’t expect most exhaust companies to do; complete inductions systems. Since BORLA already produces a variety of complete exhaust systems, it makes sense to see induction systems come into play; creating a well-rounded performance package.

Borla’s newly acquired induction systems (formerly TWM Induction) allows for a complete package, beginning with the fuel and air delivery, all the way to the exhuast. Eack kit in the BORLA Induction lineup incorporates proven race-winning technology from TWM Induction, which recently celebrated 28 years in business. Components include a cast aluminum manifold and throttle bodies, air horns, fuel rails and fittings, a billet capstan linkage kit, adjustable fuel pressure regulator and throttle position sensor.

A wide variety of options are available, from polished finishes and powder-coating to ECU kits, fuel injectors, high-pressure fuel pumps and more. Best part, BORLA has made sure to cover the gamut. BORLA is making these induction kits available for Ford 302, 351 Windsor, 427 FE and 460 powerplants. Plus, available for Chevy big-block, GM LS1/LS2/LS3 and the 6.1L Hemi.

Of course, you can still rely on BORLA for your exhaust needs as well. New for SEMA 2012 was the BORLA Chevrolet Camaro ZL1/1LE and Ford Mustang Shelby GT500 cat-back systems available in the S-Type. S-Type kits features a more aggressive and head-turning reaction of straight-through power. It’s just the right blend of packing filament, straight-through core dimensions, core perforation pattern, and cylindrical shape to deliver the intoxicating Borla “Sound of Power” with every squeeze of the throttle.

For more on BORLA’s all-new induction systems for your application or complete fitment guide on the exhuast side, make sure to visit BORLA’s website, right here.

With over 65 years of race winning performance, Howards Racing Cams are fast becoming a force to be recognized. Founded by Howard Johansen as Howard’s Power & Racing Equipment in 1945 it has since become the go-to source for engine shops, backyard wrenchers and the like. We can see why, too. All cams are ground in-house and they also offer many more items like crankshafts, rods, pistons and even billet main caps! We had the opportunity to visit Howards Cams & Racing Components at this year’s SEMA 2012 show and were blown away.

We couldn’t help but notice their fine attention to detail, especially on the Howards line of roller lifters, cams and even their pistons along with billet main caps. Better yet, Howards is also introducing stud girdle plates for a wide variety of engine applications.

For the billet steel mechanical roller camshafts available from Howards, they’re designed to handle the extreme and brutal conditions of racing. Made from premium billet steel, these ‘sticks are heat-treated and ground in-house to assure quality and long life.

In need of some new slugs? Howards Pro Max line of pistons are avaialble as well. These aluminum race pistons feature a 2618-T61 forging and strong X-beam design. They also feature radius valve reliefs, oversized valve pockets and CNC turned skirts. Of course, they’re made right here in the USA.

Not stopping there, Howards was also proud to feature their line of Extreme Billet Main Caps. These caps are precision CNC machined for straight or splayed applications with side notches to allow for easy removal during the build or tear-down process. Of course, Howards has lots of other parts and components to fully compliment your current or engine build. Make sure to visit the Howards Racing Cams webiste for the full scoop.

]]>http://www.corvetteonline.com/features/sema-coverage/sema-2012-howards-cams-leads-with-innovation-and-quality/feed/0http://www.corvetteonline.com/image/2012/11/IMG_4328-400x266.jpghttp://www.corvetteonline.com/image/2012/11/IMG_4328-300x200.jpgSEMA 2012: Centerforce DYAD Is Backhttp://www.corvetteonline.com/features/sema-coverage/sema-2012-centerforce-dyad-is-back/?utm_source=rss&utm_medium=rss&utm_campaign=sema-2012-centerforce-dyad-is-back
http://www.corvetteonline.com/features/sema-coverage/sema-2012-centerforce-dyad-is-back/#commentsThu, 08 Nov 2012 21:41:31 +0000Sean Haggaihttp://www.corvetteonline.com/?p=136556On our trek through SEMA, without a doubt, we couldn’t help but stop by the Centerforce booth to check out all the latest offerings, especially with their line of DYAD clutches. When it comes to your high-performance vehicle, you need a clutch that’ll stand up to the torture of aggressive driving and be able to withstand the extremely high horsepower and torque loads of today’s engines. The DYAD DS Multi-Disc clutch from Centerforce Clutches, with it’s high-end holding capacity, has the ability to deliver amazing driver control and usability, all while giving you the same factory pedal engagement and feel as you’d expect.

With the new DYAD, you’ll be confident enough to push your car to its limit time and time again without worrying about clutch fade.

What’s more, nothing in the drivetrain is sacrificed when installing the new clutch setup. This means you won’t need to have legs the size of Sequoia trees or have to be a leg-pressing/bodybuilding champion to engage the clutch either.

Though the DYAD isn’t new for this year, their line of applications has greatly grown to now even include some diesel applications. If you’re curious about holding power, Centerforce has even recently tested their DYAD up to 1,300 ft-lb, whoa!

And, if you know anything about diesel powerplants, you’re well aware of their low-rpm grunt and how necessary the correct clutch components are needed. So, how does it all work? This new Multi-Disc clutch system replaces the current pressure plate, disc, and flywheel assembly with a higher holding capacity system, designed for a direct bolt-in replacement.

The DYAD DS (Drive System) multi-disc clutch design has been developed to meet the needs of modern high-end vehicles. Today’s technology has allowed for engine torque to exceed unprecedented levels and still be driven every day. Drivers need a clutch that can offer; smooth engagement, quiet operation, light pedal, and high-end holding capacity. The DYAD DS offers that and more!

Patent pending

Fully dampened clutch system developed for vehicles with extreme power levels

New multi-disc, floating-disc and drive-disc design

Smooth engagement and light pedal effort

Quiet operation

High Torque Capacity 1300 ft/lbs at the flywheel

Greater longevity fasteners

Excellent driver control

Specification card included

For more information, be sure to check out the Centerforce website for your application specific needs!

While your first thought of the Hawk Performance line of products doesn’t scream performance wheels, it makes perfect sense. Hawk Performance is no stranger to the aftermarket or OE world. Hawk has been producing high performance motorsports brake pads to the performance street and motorsports markets since 1990. Hawk has also been the official brake pad of SCCA, NASA, Richard Petty Driving Experience, Skip Barber Racing School and Ron Fellows Performance Driving School. When we found out Hawk was now releasing a line of cast and forged wheels for late-model vehicles like the Corvette, Camaro, Mustang and Challenger, we just had to know more.

The new wheels are a great fit for an already Hawk-outfitted vehicle. What better way to show off your Hawk rotors and pads than with a brand new set of Hawk shoes. See, we told you it would make sense. What’s more, depending on your budget and taste, Hawk has a set of wheels in either the cast or forged versions. Plus, each wheel comes in a multitude of designs and sizes. Check out the specs below.

HAWK HARRIER WHEELS

The 18-inch A356 cast aluminum Hawk Harrier models are manufactured with multiple offsets and bolt patterns, designed for the compact performance market.

Harrier I & II – 1 Piece Cast Compact Performance

18 x 8 5 +35, +42 5.88-, 6.15-inch

Finish Precise Fitment for:

Black Ford Focus

Silver Subaru WRX, BRZ

Gray Mitsubishi Lancer

HAWK PEREGRINE WHEELS

The 6061 forged monoblock aluminum Hawk Peregrine models, offered in 18- and 19-inch fitments, are concentrated on the European performance market. Aimed specifically toward late model BMW and Audi applications as well as the Japanese performance market with offerings for Lexus and Infinite applications.

The Hawk Peregrine wheels are also offered in fitments for late model Z06 Corvette applications with multiple offsets available.

Peregrine I & III – 1 Pc. Forged Premium Performance

18 x 9.5 5 -10 to +59

19 x 8.5 5 -16 to +46

19 x 10 5 +3 to +43

19 x 12 5 -30 to +68

While we couldn’t cover all of what Hawk Performance has to offer, be sure to check out their full line through their website.

If you’re like most, getting your hands on the latest and greatest products this industry has to offer is what this hobby is all about. Recently, we got a chance to catch up with Royal Purple during the 2012 SEMA show in Las Vegas, Nevada. Though Royal Purple is most notably known for their cutting-edge motor oil products, including gear and ATF transmission fluid, Royal Purple couldn’t wait to hand us their new fuel treatment product. Max-Clean is a state-of-the-art fuel system treatment that cleans injectors, restores fuel economy and reduces both engine buildup and tailpipe emissions.

Max-Clean’s proprietary technology targets both the intake system and combustion chamber and is effective on the entire spectrum of engines on the road, whether they are new or old, gasoline or diesel, naturally aspirated, turbocharged or supercharged. After multiple product fleet tests were conducted on various makes and models of vehicles, Royal Purple found that after as little as one treatment Max-Clean can:

Deposit build-up is a natural consequence of fuel combustion. Unfortunately, these deposits can have a significant effect on the performance and reliability of your engine. With Max-Clean, Royal Purple has developed a product that in most cases can bring engine surfaces back to like-new clean, restoring once-lost fuel economy and performance.

For more on what the Royal Purple line has to offer your current vehicle, be sure to head on over to the Royal Purple website for additional information.

Classic Performance Products (CPP) did not disappoint at this year’s SEMA show. Their booth was chalked full of all new suspension parts and components for everything from C5 Corvette’s to A-, F- and X-body applications. Of course, we were there, and had owner, Jim Ries show us around the booth. Ries made sure to mention all of CPP’s newest products, which we’ve covered below. Sit back, relax and enjoy the ride. CPP has lots of new products for the coming year.

What’s more, CPP also released an all-new C5 spindle for second-generation Camaros, a new power steering box for early Chevy Novas and Mustangs, classic trucks, Vega’s, Modular II Mustang and even a Mustang II power rack and pinion package. We’ve made sure to cover the full gamut of their new products. Of course, we’ve got all the details on each kit below.

For A-, F- and X-body fans, CPP is proud to announce an all-new C5 spindle kit. These spindles are a blended design, including a direct bolt-on for Camaro, Chevelle and Nova applications. These new spindle kits utilize a C5 bearing hub assembly, which eliminates caliper piston push back and an unpredictable brake pedal. The spindle will also correct and improve geometry by allowing for better camber change during suspension movement. At only $269 for the pair (PN CP30013), these gems will fit ’64-72 Chevelle, ’67-69 Camaro and ’68-74 Nova.

CPP hasn’t forgotten about the popularity of second-gen Camaros either. For these Camaro owners, CPP also developed a C5 spindle with the same direct bolt-on capability. This second generation Camaro spindle is the first of its kind and exclusive to CPP. Second-gen Camaro spindles fit ‘70-81 Camaro, ‘70-81 Firebird, ‘73-77 Chevelle and ‘75-79 Nova. Starting at $269 (PN CP30014) per pair, these spindles are the perfect upgrade for your current Camaro.

CPP introduces a brand new line of compact, but powerful, lightweight power steering boxes known as the 400 Series. The 400 Series utilizes late model steering technology for your classic. Best part, each 400 Series steering box starts at $379.

Early generation ’62-67 Chevy Novas (PN CP50005NV), unfortunately, suffer from not much room for adding aftermarket components, let alone repair any of the factory issues. With CPP, the crew took this into consideration and has now introduced a brand new line of compact, powerful and lightweight steering boxes. The 400 Series utilizes the same late model steering technology for your classic and allows for a direct replacement of the original manual steering box. Even the original steering column or aftermarket tilt column will fit.

For classic trucks, the application is a direct replacement for the original manual steering box and allows for the use of the original steering column to be modified or aftermarket tilt column to keep perfect alignment with the box. The 13.6:1 ratio is comfortable for highway cruising, yet responsive and reliable for a road course. Uses CPP custom pitman arm, ¾-30 input shaft, 11/16-18 pressure and 5/18-18 return inverted flare hoses. With a modular bracket addition, it fits ‘55-59 Chevy truck or ‘53-60 Ford truck (PN CP50006).

The Vega box application (PN VEGA-PSB) is a direct replacement for the original manual steering box, the larger GM power box and allows for the use of the original steering column to be modified or aftermarket tilt column to keep perfect alignment with the box. The 13.6:1 ratio is comfortable for highway cruising, yet responsive and reliable for a road course. This box weighs 6 pounds less than an OE GM 800 series power box. Uses Vega, GM manual and custom pitman arms, ¾-30 input shaft, 11/16-18 pressure and 5/18-18 return inverted flare hoses. Fits 1964-76 Chevelle, 1965-76 Fullsize Chevy Car, 1967-76 Camaro, 1968-76 Nova and all hot rod applications that use a Vega box.

Building and piecing together your project vehicle can be a daunting task. And if you’re like most, you’ll agree that the attention to detail remain a priority. Luckily, the folks at Unisteer are further simplifying the car building experience with their complete application specific or universal steering systems.

Continuing to support the hobby, this year Unisteer was chalked full of all new parts, including ’58-62 Corvette power rack & pinion kits and even cross steer/electra steer kits. First off was Unisteer’s ’58-62 Corvette rack & pinion, which replaces the worn-out factory unit and bolts in to fit the factory suspension. Of course Unisteer will include the correct hardware, fittings and outer tie rod ends for a complete kit.

Don’t need power? Not to worry, Unisteer is producing these select kits with a manual option. This will eliminate the hoses and power steering pump for a clean and slick look; great for racing applications.

Complete power rack & pinion kits are also available for ’60-72 Chevrolet trucks, ’55-57 Ford Thunderbird and ’49-51 Ford and ’55-56 Ford. What’s more, Unisteer is also offering up electric power steering units sold as a universal kit or with a 2-inch Ididit floor shift column (column sold separately). These kits include the motor, computer module, wiring harness and universal mounting bracket. These kits will allow for a clean look; eliminating the need a complicated steering rack, pump or hoses.

For additional information on the Unisteer line of products, make sure to visit their website.

These days, paint can make or break a build. With such the case, it’s important to make sure that whichever color you choose, it counts. Every year, SEMA allows each manufacturer to strut their stuff and wow the crowd. This year was no different for DuPont Performance Coatings.

The DuPont booth was hard to miss. With a colorful array of freshly painted panels, we couldn’t help but find out more. We quickly learned that DuPont Custom Finishes has introduced a line of 24 new CFX Candy Basecoat colors.

Traditional candy colors consist of a tri-coat application, which includes a basecoat color, a transparent candy color followed with a clearcoat.

The result creates an illusion that leaves the impression of unbelievable color depth, saturation and gloss that cannot normally be obtained using a standard basecoat and clearcoat system. This process also makes the painting task more challenging and a match extremely difficult.

We needed to know more and sat down with a DuPont representative who went on to explain, “Spraying DuPont Custom Finishes CFX Candy Basecoat colors provide the same vibrant color and dimension of a candy with the ease of a application and color match of a normal two-stage basecoat.” Furthermore, “The new basecoat candy formulas are designed to provide a variety of color options that are easy to apply even for a novice painter.”

Eddie Motorsports (EMS) is making a push. Slowly but surely EMS is making a play for the top stop in the billet market. Last year during SEMA we visited their booth and were amazed at their full line of billet serpentine packages for small- and big-block Chevy powerplants as well as LS series engines.

This year was no different. With their existing serpentine kits taking off, EMS could focus their efforts on researching and designing all new serpentine kits. This time for small-block Fords including 289-351 Windsors and Cleveland 351s.

EMS also introduced billet hood braces for Tri-Five Chevys as well as billet aluminum door handles.

Small-block Ford 289-351 Windsor and Cleveland S-drive serpentine kits receive billet crank, water pump, power steering and alternator pulleys. S-drive’s also include an air conditioning and tensioner cover as well as the air conditioning compressor manifold and all necessary brackets.

For Tri-Five fans, EMS has made sure to produce billet hood braces which add to the appeal of an already complimented engine bay. These hood braces are a direct replacement, though it will require minor drilling, and come complete with all new stainless steel fasteners for a complete kit.

Finishing off the Tri-Five product line are EMS billet aluminum door handles. These handles are machined from solid chunks of 6061-T6 aluminum and offer a direct replacement for the factory handles. These pieces are much stronger and with an all-new variety of finishes, remain durable for years to come.

While we couldn’t cover all of what EMS has to offer, be sure to check out their full line through their website.

]]>http://www.corvetteonline.com/features/sema-coverage/sema-2012-eddie-motorsports-sports-new-billet-and-dress/feed/0http://www.corvetteonline.com/image/2012/11/IMG_4190-400x266.jpghttp://www.corvetteonline.com/image/2012/11/IMG_4190-300x200.jpgSEMA 2012: Mother’s Wows With Booth Vehicle And New Car Care Producthttp://www.corvetteonline.com/features/sema-coverage/sema-2012-mother%e2%80%99s-wows-with-booth-vehicle-and-new-car-care-product/?utm_source=rss&utm_medium=rss&utm_campaign=sema-2012-mother%25e2%2580%2599s-wows-with-booth-vehicle-and-new-car-care-product
http://www.corvetteonline.com/features/sema-coverage/sema-2012-mother%e2%80%99s-wows-with-booth-vehicle-and-new-car-care-product/#commentsFri, 02 Nov 2012 01:44:46 +0000Sean Haggaihttp://www.corvetteonline.com/news/sema-2012-mother%e2%80%99s-wows-with-booth-vehicle-and-new-car-care-product/Walking the floor at SEMA is an amazing experience. At nearly every turn there’s another product, part, component and even vehicle that catches your eye. It’ll have you switching gears faster than anything you can relate to.

Free to SEMA participants was in-house demonstrations on the Mothers various line of polishes, waxes and even the headlight restoration kit. Mothers headlight restoration kit is designed to quickly and safely restore, maintain and protect all types of smooth, shiny plastic and acrylic headlights to crystal clarity.

This year, we were blown away while passing by the Mother’s booth. While their booth was filled with lots of polishes, waxes and free in-house live demonstrations, it was the ’56 Ford 427 “Suncammer” that drew us in.

What’s more, it’s the 2011 Riddler Award Winner. We knew it was a sure bet and we were drawn in to see more. Owned by Bruce and Judy Ricks, the build was managed by Steve Cook Creations.

While the engine is an original 427ci single overhead cam mill, the engine does feature a one-off cast aluminum intake manifold along with 2 Ford Autolite inline 4-barrel carburetors.

Transmission consists of a sporty TREMEC TKO-500. Chassis consists of a custom made tube setup with a stretched wheelbase. Hung at the rear is a Tiger Quickchange rearend, while Baer six-piston calipers along with custom machined, 14-inch rotors at the rear. The front gets even larger 16-inch discs, whoa.

Of course, suspension consists of Ridetech’s Air Ride Technologies Ride Pro E3 to control bounce and stance. Tucked up in each fender well are custom Schott performance wheels wrapped in Pirelli P224/40zR18’s up front with even larger P295/40ZR20’s out back.

With all that beautiful body work, it was only fitting that this ’56 Ford saw SEMA duty in the Mothers booth.

There’s been considerable blogosphere buzz this week about GM’s resurrection of the LT1 engine name for the all-new Gen 5 Small Block that will power the 2014 Corvette. It’s the third time in the Small Block’s history it’s been used, the first being the 1970-72 Gen 1 version that is easily one of the top 10 Small Blocks every produced – and probably one of the top five. From a historical standpoint, that engine was dubbed LT-1 with a hyphen. The next LT1 (without a hyphen) came in 1992. It was introduced in the Corvette and exited in the 1997 Camaro Z28.

That Gen 2 version of the engine elicits admittedly mixed emotions for Chevy enthusiasts. While undoubtedly a strong performer in its day, the reverse-flow cooling system makes it somewhat of an anomaly, with limited aftermarket performance parts and options for it. And then there’s the trouble-plagued Optispark distributor. The later engines had better units, but the early LT1s definitely had ignition issues.

2014 "LT-1" 6.2L V-8 VVT DI (LT1) for Chevrolet Corvette.

So, with the reintroduction of the LT1, we couldn’t help but wonder aloud how and why the name was selected. We turned to GM Powertrain spokesperson Tom Read and found the answer was interesting, but not exactly earth-shattering.

“There’s a group within GM that is charged with assigning RPO codes to engines, transmissions, etc. – whether it’s the new 2.5L Ecotec engine for the Malibu or the Corvette’s engine – and they selected it with approval from the Small Block’s chief engineer,” says Read.

“Obviously, the decision makers take heritage into account on certain new engines, like the Gen 5 Small Block, but it really boils down to a practical matter on the available designations and how they could be applied to the new engine family.”

There is a method to GM’s engine-naming convention, too. A two-character combination, i.e. “LT” or “LS” designates a specific engine family, while the number after it is a specific iteration of that family, i.e. LS3, LS7 and LS9. And even with similar engines, there are variations. The Active Fuel Management-enabled version of the LS3 in the Camaro SS/automatic models is different enough to warrant the L99 designation.

“When you look at the naming convention for the LS engines, there’s roughly a cadence to the numbers and increasing power output, starting with LS1, LS2, LS3, etc.,” he says. “Then we had the LS4 for the front-drive applications. But we also had the LS6 for the Gen 3 that was more powerful than the LS2 and LS4, so while there is a general procedure and intent, it’s not always followed linearly.”

In other words, rules were made to be broken. And what about the L99 and LSA names? And Shouldn’t the LSA have been called the LS8?

“Good questions – and we probably don’t have better answers than those codes were assigned by the RPO naming group for probably no specific reason,” says Read. “They use the codes that are available and as more versions of the LS family appeared, some variations were required.”

If you’ve been paying attention over the years, you’ve noticed that all of GM’s engine codes start with L, while all the transmission RPOs start with M. Suspension packages all start with Z. There are no more hyphenated designations, either, which is why the new LT1 is not LT-1 – although there was a strong push internally for the hyphen, according to Read. Only in the case of the Small Block engine, however, did anyone outside of the RPO naming group have input on a new code name. For you bread-and-butter Ecotecs and V-6s, the RPO group names them and that’s that.

“The LS series was retiring and the LT designation had heritage that made sense for the Small Block, which has been around for nearly sixty years,” says Read. “The new engine could have easily been name LG1 or LD1 or something like that, but that just wouldn’t have seemed right for a new Small Block and the next Corvette.”

]]>http://www.corvetteonline.com/news/the-inside-scoop-why-is-gm-calling-the-new-small-block-an-lt1/feed/0http://www.corvetteonline.com/image/2012/10/LT1-021-400x320.jpghttp://www.corvetteonline.com/image/2012/10/LT1-021-300x240.jpgBarrett-Jackson Is Now Making Car Care Productshttp://www.corvetteonline.com/news/barrett-jackson-is-now-making-car-care-products/?utm_source=rss&utm_medium=rss&utm_campaign=barrett-jackson-is-now-making-car-care-products
http://www.corvetteonline.com/news/barrett-jackson-is-now-making-car-care-products/#commentsWed, 29 Aug 2012 18:47:17 +0000Sean Haggaihttp://www.corvetteonline.com/?p=120927Let’s face it, the car culture is completely obsessed with the buying and selling of great, unique and rare vehicles. Whether your biased to one make or model, there’s nothing like witnessing ultra-rare vehicles cross the auction block. Watching the bid increase with every second is an exhilarating experience. With Barrett-Jackson, you’re sure to get a great show. If there’s one thing Barrett-Jackson is famous for, it’s quality. Banking on the success of their world famous auctions, Jackson has teamed up with Pep Boys to distribute their own line of custom car care products.

Who better than to help maintain and bring out the best in your vehicle than Barrett-Jackson, famous for displaying and catering to the car nut in all of us. Beginning this summer, Barrett-Jackson’s three-part Automobile Restoration System will be available at any number of your local Pep Boys retailers. It includes abrasives, paint and car care. It offers car collectors and enthusiasts an easy, unique way to complete the restoration of car projects from start to finish.

In an effort to make the Automobile Restoration System even easier for Pep Boys’ consumers, Barrett-Jackson divided the abrasives, paint and car care products into convenient four-step processes, making the systems easy to use for even the casual do-it-yourselfer. “Pep Boys is proud to team up with Barrett-Jackson and offer specialized paints, world-class finishing and detailing products to all of our automotive enthusiast customers, from the collector to the daily driver,” said Scott Webb, Executive Vice President of Merchandising and Marketing for Pep Boys. “We will feature this premier product line in Pep Boys locations across the country.”

The Barrett-Jackson Automobile Restoration System was the result of a strategic partnership with abrasives manufacturer Ali Industries, paint manufacturer Sherwin-Williams, surface-finishing products manufacturer Farecla and a special licensing agreement with Barrett-Jackson.

“Barrett-Jackson is proud to have our products on the shelves of one of America’s oldest and most respected retailers,” said Craig Jackson, Chairman and CEO of Barrett-Jackson. “Pep Boys’ commitment to quality and the automotive lifestyle is what sets them apart from the rest, and I couldn’t be happier with this new partnership.”

There’s nothing that embodies the American experience quite like the Woodward Dream Cruise. In an election year when the bitter partisan rhetoric seeks to define who we should be, what we should stand for and whom we should oppose, about 1.3 million people and countless thousands of cars and trucks of all stripes converge on one of the country’s legendary cruising venues to celebrate not only the vehicles themselves but the ingenuity, individualism and innovation that forged the country in the first place.

The Woodward Dream Cruise stretches 16 miles between the suburbs of Ferndale and Pontiac, with each city along the route hosting events and thousands of enthusiasts in the week leading up to the official Saturday cruise.

And while it’s billed as the world’s largest single-day automotive event in the world, the Woodward Dream Cruise – which just marked its 18th anniversary – has evolved into a weeklong holiday in the Motor City.

If anything deserved the description “spectacle,” this is it. Generally four lanes wide in each direction, divided for most of the way by a wide, grassy median, the Woodward Dream Cruise stretches about 16 miles, anchored by the suburb of Ferndale at the south end and capped by the city of Pontiac, up at the north end.

There are literally cars and people lining both sides of those 16 miles and while the density may vary, depending on which stretch of the avenue you’re on, there’s absolutely nothing to prepare your senses for automotive overload. Along with the cars on the street, every parking lot along the route is a car show unto itself. Car clubs use the event to host sub-events of their own, so you’ll see 40 cars from the Impala SS club parked in one area and 200 Corvettes from another club another mile up the road.

Chevrolet put out an impressive display along Woodward, highlighted by a celebration of the Corvette’s upcoming 60th anniversary. Cars representing every generation were on hand, in the shadow of a nearly 10-story-tall banner that announced the milestone.

You can forget try to see it all, too. It’s impossible. The cars, the people – it’s sensory overload and you simply have to resign yourself to having the best time you can by viewing the cars that cross your path. Some of the vehicles appear and disappear like big-block-powered Loch Ness Monsters. You’ll cry, “Did you see that?” to a buddy, who will say no, and the car won’t be seen again, while others will make loops like they’re city buses.

A few miles away from the big Chevrolet display was the Chevrolet Performance stand, which included a new Camaro SS with the 1LE package. In fact, it was the very test car that flew around Virginia International Raceway in 2:58.34.

Diversity is the other great aspect of the Woodward Dream Cruise. Almost every vehicle you can think of will be there, from ubiquitous ’69 Camaros to concours-ready Monza Spyders. Of course, there are some non-Chevys in the mix, too, but the bow tie represents a significant percentage of the participant vehicles on the street and more and more of them are sporting LS power. We were continually amazed by the number and variety of late-model vehicles with LS engines under the hood, including some extremely unexpected finds, such as a couple of old MGs and pro-street AMC Pacer wagon.

As has been the tradition in recent years, Chevrolet sets up shop at the “Triangle” area, where Old Woodward meets the current, wide avenue at the southern tip of the city of Birmingham. Besides the expected contingent of new vehicles to examine, they always bring a number of vintage vehicles from General Motors’ stunning collection of heritage vehicles.

This fiberglass-nosed ’55 rocked the vintage “Two Lane Blacktop” look. If you’re not familiar with this early-Seventies’ slice of cinematic existentialism, it starred soft-rock icon James Taylor as a long-haired street racer, with one of the Beach Boys as his mechanic. You have to see it.

Looks like a Chevelle, right? Wrong. It’s a Beaumont that was sold through Pontiac dealers in Canada. It was Chevy-powered, too. This one was a high-performance, SD-396 model. Cool, eh? (Right). Look closely and you’ll see this not-quite-straight first-gen Camaro is a ’68 that wears 1969 rear quarter panels. On the drag strip or at a stoplight, however, we wouldn’t quibble with the mixed sheet metal. From the sound of it, the parachute hanging off the rear bumper was probably a necessary feature (Left).

This year, they marked the Corvette’s 60th anniversary (although it’s technically next year), with a range of C1-C6 models – and a huge, nearly 10-story banner draped down the side of condominium building. It was an impressive display.

Like we mentioned above, the Woodward Dream Cruise is one than a one-day affair and on the Friday afternoon preceding the official Saturday kick-off, we cruised with LS engine guru Brian Thomson (thomsonautomotive.com) in his newly built LS7-powered Corvette Grand Sport. The LS7 isn’t stock, either. He stroked it to 442 cubic inches and slid in a monster cam, pushing output to 630 naturally aspirated horsepower.

Pro Touring may be the rage, but here in the Midwest, wheel tubs have never gone out of style and on this Malibu, the pro-street thing looks mean as hell.

The thing barks like an angry pit bull when started, cackles like an alcohol funny car at idle and wails like an old Can Am race car at WOT. It sends a chill up your spine and it was one of the few late-model cars that day that swiveled heads like a supercharged ’55 Chevy.

“The sheer scope of this event is what really boggles your mind,” says Thomson. “It is an event that is uniquely Detroit – and one that I don’t think could be pulled off somewhere else. People come from other states and other countries to participate. It’s something you really have to experience to understand.”

Like any great event, “Woodward Week” – as it has come to be known – is more than the cars. Companies use the days leading up to the Saturday cruise to host picnics, cook-outs and cruise nights. And on the day of the big traffic jam, thousands and thousands of people of all economic and social backgrounds use the event as the excuse for a BBQ in their yard or along the cruise route. The smell of grilled burgers is even better than the exhaust of an LS6 Chevelle – and you can inhale it for 16 miles.

Only during the Woodward Dream Cruise are you going to see a four-wide flock of Camaros headed in each lane by new ZL1s. It was an impressive display of Chevy’s latest performer.

No, there’s no bow tie in the grille, but under the front-flip hood of this “woody” AMC Pacer beats the heart of a carbureted LS engine, which further reinforces the notion that the LS engine is the hot rodding world’s new 350ci. small-block. It almost makes a Pacer cool (left). The locals are warned weeks in advance that the Dream Cruise is approaching – and they need to participate or stay away! (right)

If you’ve never been to Woodward and want to do it next year, you’ll need to book a hotel now and plan accordingly. Most of the ideal parking/hang-out spaces right on Woodward, in the cities of Ferndale, Pleasant Ridge, Royal Oak, Berkley and Birmingham are reserved. They’re rented out to groups and companies, but you can usually wedge your way in somewhere. The farther north you go, the easier it will be to find an open spot.

The best advice is to simply soak it all in. Don’t simply park yourself and ride out the whole event there. Get in your car and cruise all the way to Pontiac and back. Hit some of the sub-events along the way and soak up the atmosphere. There are more than a million enthusiasts to share the day with – and more vintage cars than you ever thought could still be left in the world.

America’s success was driven largely by automobile. It’s more than a transportation device. It’s vehicle of freedom and expression. On the third Saturday every August, that freedom is celebrated in a most amazing way in the Detroit area.

It doesn’t have a Chevy body or engine, but this heavy-duty hot rod was just too interesting to pass up for this photo gallery. It was the only car we saw at the cruise that could have pulled a car hauler’s worth of other hot rods across the country.

If there were ever a time to jump into the hot rodding game, now would certainly qualify. View any number of classified ads and you’re guaranteed to either find a running project car or a full-roller (sans drivetrain), on the cheap.

Most of them will easily fit the budget, any number of crate engines and provide you with a formidable driver. Now more than ever, aftermarket companies are churning out a multitude of parts, components, and even full-tilt race engines. Of course, our garden variety readers don’t necessarily need to delve into the world of high-zoot race mills, however, many still love to go fast on a cheeseburger allowance.

As matter of fact, most of the aftermarket drivetrain industry is offering up crate-style electronic overdrive transmissions with controllers, and even boxed up rearends ready to bolt-up to the frame. Trust us, the aftermarket is running full steam ahead and there really is no end in sight. Though, finding a project car is only half the battle.

Luckily, finding a reliable engine for your project car or daily driver is even easier. To clear the air, we’ve located and described each of our favorite small-block Chevy crate engines available through the aftermarket. We hit up some of the most popular engines available and include all you’ll need to know about each engine and provided dyno numbers where applicable. We assure you, you’ll find what you’re looking for and well within your price cap. Read on to find out which small-block Chevy crate engine is right for you. It really couldn’t be any easier…

Crate engines, like this small-block from the Edelbrock assembly room illustrates the care in which each engine is built. Notice the piston rods and main caps have all been numbered. Furthermore, cylinder heads in the background have all been stacked and organized for future builds.

A Sign Of The Times

In years past, supplying your ride with a decent powerplant turned out to be a daunting task. Luckily for most, these days it’s not terribly difficult as most aftermarket companies are banging crate engines like the Mission Tortilla factory. Just take a look around at your next local cruise or drive-in dive, don’t be surprised to find a pre-assembled crate engine sitting between those framerails.

Sure, a custom built mill offers up supreme potential and bragging rights, too. However, with the availability of off-the-shelf, fully built engines, that option is losing momentum. Not to mention that most aftermarket companies, which provide crate engines, offer up warranties to boot!

With the availability of crate engines increasing, even aftermarket companies such as BluePrint Engines are offering up potent LS-mill crate engines to satisfy even the most die hard enthusiast.

Drop In And Go

As you can see, there really aren’t any drawbacks; just drop and go. Although handling your very own engine conjures up a sense of self-importance, there’s really no beating a combination that has already been developed and tested like a turn-key crate engine.

A clean assembly room prohibits dust or air-borne contaminants from entering the bare engine, which could damage the engine.

The crate engine concept is not a new idea either. For years, powerhouses like GM Performance Parts and Edelbrock have been producing the ultimate bang for your buck in affordable crate engines.

The cross-hatch markings inside each cylinder illustrate the honing process. This particular short-block is ready for the top end assembly to be installed.

Crate engines offer up the racer lifestyle at only a fraction of the cost.

The Crate Engine Phenomenon

More or less, consumers can simply flip the pages of any number of catalogs available or just surf the Internet to locate a desired powerplant. It’s painfully simple. However, there are a slew of terms that are frequently used but offer up little if any explanation to what they truly mean.

The align-honing process is quite complicated. While we can’t go in depth with the procedure, align-honing the block before assembly is a critical step during the engine build. Check with your favorite crate engine supplier and ask for more details regarding how your crate engine was machined and assembled.

Generally speaking, defining a crate engine is simple and for our purposes, “crate engine” refers to an engine that’s shipped complete, at least up to the cylinder heads. For demonstration purposes, the engines you see here include small-block Chevy turnkey engines, which come complete from carburetor to the oil pan.

These days, it’s normal to see most crate engine blocks in the four-bolt main architecture. The four-bolt main blocks are stronger and more reliable.

With four bolts securing the main bearing caps, the amount of flex within the crankshaft as compared to the weaker, two-bolt main structures are reduced. However, that’s not to say a two-bolt main variation couldn’t handle daily driving with moderate horsepower figures.

While some higher-end crate engines rely on a set of aftermarket fasteners, some crate engines are still built with the factory-style bolts. Ask your local crate engine supplier which types of fasteners were used in your engine before you purchase it.

Crankshafts also play a vital role in crate engines. Again, it all comes down to how you plan on using your new-found power. For the most part, a cast crankshaft can handle most, if not all of your driving duties (Up to 600HP). Cast crankshafts are still plenty strong, although if you plan on a more demanding environment, than finding a crate engine with a cast crankshaft could outweigh its increased cost. If you plan on adding more RPM, boost or nitrous, a forged unit can certainly qualify to meet those needs.

Again, just as important as the crank are the pistons, too. Pistons can also come in three different flavors: Cast, hypereutectic and forged pistons. Depending on the supplier, again, a cast piston would be able to handle a variety of driving styles.

The difference in these two types of crankshafts, visually, is hard to discern. However, the forged (far left) crankshaft can withstand more rpm and punishment than its weaker, albeit, more affordable cast crankshaft.

Moreover, if your driving style includes some bolt-on upgrades down the road such as, nitrous or a supercharger, the forged internals can save you a ton of headaches in the long run.

Cylinder Heads

Crate engine suppliers like BluePrint Engines are now including their own custom set of aluminum cylinder heads to a variety of their crate engines. These aluminum 195cc lungs from BluePrint include performance ports and combustion that are as-cast, high-quality 21-4n stainless steel valves, Viton seals, double springs, and other high-performance features.

Cylinder head options, too, are populating a majority of turn-key crate engines. As it’s become cheaper to produce race-style cylinder heads, they’re becoming quite the norm on many crate engines.

Depending on your application, an iron set of lungs is the most affordable option on a crate engine rather than the aluminum route. The trade off occurs as iron is more detonation prone and retains heat longer. That’s not all bad news either but the aluminum option means a lighter front end and is easier to port and repair when needed. Some cylinder heads packages (depending on the supplier) come with complete CNC machining for superior flow.

Again, it’s important to make sure you cylinder head selection is properly matched to your specific rodding needs. Call ahead to your crate engine supplier and ask for more information.

Though a long-block crate engine comes nearly complete aside form the intake manifold, the engines which are sporting a manifold can come in two options including either, dual or single-plane manifold designs. For daily driving, a dual-plane manifold can provide a flat torque curve; keeping the power right where you need it.

Typically, a single-plane offers up more high rpm flow. Take note of which manifold is installed on your crate engine.”

However, depending on the cubic-inch and camshaft size, a single-plane manifold might offer up the best of both worlds. Of course, nearly all of these circumstances come down to your specific needs and personal budget. It’s important to keep these key elements in mind when you’re searching and preparing to purchase your turn-key crate engine.

If you plan on a simple alternative to what you’re currently wheeling, a complete, iron-headed small-block can satisfy nearly any hot rod. However, if you plan on some weekend warrior-like racing, be prepared to spend a little more on upgraded internal components like a forged crank and pistons.

Chevy Small-Block Crate Engines

Here we’ll list our favorite small-block Chevy combinations, and cap the price at $6,500 to keep it well within any builders’ budget. What’s more, we’ve even sprinkled in some late-model crate engines, too, just as a means for fattening your powerplant knowledge.

The ZZ4 is most certainly nothing new. However, it’s still a potent powerplant. With no more than a simple set of aluminum cylinder heads and a high-lift camshaft, this engine pumps out 355 hp and 405 pounds of twist with ease.

Where would we be if it were not for the GM small-block, which has lead the way? Of course, it all started with GM’s venerable 283ci small-block. Fast forward to present and The General is pumping out more crate engines than you can shake a stick at.

Literally, no matter if you’re into an all out race-mill or require a powerplant with slightly less features, GM Performance Parts can hook you up with any number of potent engine packages.

GM uses new parts that are designed to work together the first time and even offer up a 12-month warranty; an unmatched value. Really there is no sense in rebuilding your current, clapped-out engine. GM Performance Parts can get your project vehicle, hot rod or daily driver up and running in no time.

GM Performance Parts ZZ4 Engines Feature:

Displacement: 4.00-inch x 3.480-inch (bore x stroke)

Compression: 10.0:1

Block: New GM 4-bolt main 1-piece rear main seal

Crankshaft: Forged iron

Pistons: Hypereutectic flat top

Camshaft: Hydraulic roller

Lift: 0.474/0.510-inch intake/exhaust

Duration: 208/221 intake/exhaust @ 0.050-inch on 112

Rocker arms: 1.5:1 stamped steel

Manifold: Aluminum dual-plane

Cylinder heads: Aluminum L98

Carburetor: Holley 770cfm

Distributor: GM HEI

GM’s ZZ4 crate engine package includes a forged steel crankshaft, and street-friendly hydraulic roller cam and lifters. Up top sits an aluminum set of Corvette cylinder heads, dual-plane aluminum hi-rise intake manifold and a 770cfm Holley carburetor. Rounding out the package, GM also ships everything you’ll need to fire this crate engine in your garage.

GM Performance developed these ZZ4 crate engines, which are evolved from the popular ZZ series of small blocks that power thousands of street rods, hot streetcars, circle track racers and drag racers. Falling on years of serving the performance industry, GM made sure to stuff the ZZ4 full of their most reliable components. Included are a set of 5.7-inch powdered metal connecting rods and an internally balanced crankshaft.

GM also plant a heavy-breathing set of their tried-and-true cast aluminum ’87-91 Corvette L98 cylinder heads, which have 58cc combustion chambers, and a 163cc intake runner volume. They have also feature a ’55-86 bolt pattern with “D” shaped exhaust ports and center bolt valve cover patter layouts. Even exhaust heat crossover passages and the ends of the heads are drilled for standard accessory bolt patterns including angle plug configurations. Cast iron long-style water pumps are used with standard, “V” belt rotation and ’79-86 power steering pump bosses.

Delivering spark is a reliable GM HEI with a large cap and internal coils are installed. With a long history of successes in circle track and drag racing as well as street rods and other performance applications the ZZ4 may just be the bullet for your next project. These ZZ4s are not intended for marine use and should only be used in ’73 and earlier pre-emissions street vehicles or any rear off road vehicles.

Edelbrock customers have the in-house, Edelbrock dyno available for your small-block engines. Ask Edelbrock for more details when ordering up your small-block crate engine.

Edelbrock is no stranger to the hot rodding scene. With more than enough proven performance parts and cutting-edge innovations, Edelbrock has shown its ability to handle any aftermarket need.

Edelbrock’s crate engine program offers up supreme bang for the buck in their brand new, fully-assembled engines that are virtually ready to run and deliver classic Edelbrock performance…right from the crate.

Edelbrock makes ten power levels available. These engines include high-quality Edelbrock manifolds, carbs, cylinder heads, camshafts, and water pumps (optional). Customers also have the option of having their crate engine coated in there different finishes as cast, polished, and EnduraShine.

Edelbrock offers up their E-Street crate engines, which come complete from carb to pan and even include a distributor to the mix. These carbureted packages start at $3,995

Edelbrock isn’t leaving anything out of their crate engine packages either. Some crate engines are equipped with MSD distributors. Whether it’s an MSD Pro-Billet Ready-to-Run and high-performance coil or the Pro-Billet HEI, these distributors are set-up with a special advance curve designed especially for Edelbrock Crate Engines.

Adding to the overall value, Edelbrock crate engines also include a 24 month, unlimited mileage insured warranty. With this exclusive crate engine warranty, you get classic Edelbrock proven performance backed by a proven warranty for complete peace of mind. One of the great features of this warranty is your right to choose a service facility.

Short- or Long-Style Water Pumps

Order your crate engine with or without an Edelbrock water pump. Choose from short- or long-style pumps. Short-style #8810 for most 1955-72 cars, trucks and street rods. Long-style #8811 for 1969-87 cars and 1973-86 trucks

Edelbrock Crate Engines Feature:

Displacement: 4.00-inch x 3.480-inch (bore x stroke)

Compression: 9.0:1

Block: New GM 4-bolt main 2-piece rear main seal

Crankshaft: Cast iron

Pistons: Cast aluminum

Camshaft: Hydraulic flat tappet

Lift: 0.420/0.442-inch intake/exhaust

Duration: 204/214 intake/exhaust @ 0.050-inch on 112

Rocker arms: 1.5:1 stamped steel

Manifold: Performer: Aluminum dual-plane

Cylinder heads: Aluminum E-Street with 64cc chambers

Carburetor: Edelbrock 600cfm

Distributor: MSD

Upon Edelbrock’s approval, you have the flexibility of choosing any ASE-certified facility nationwide to take care of your warranty claims. Whether you’re close to home or on a cross country cruise, we’ve got you covered. Just be sure to activate the warranty card included with the engine, and submit it to Edelbrock within 30 days of purchase.

Edelbrocks E-Street crate engine is full of low-end twist. With nearly 400 ft/lbs available, crusiing and spirited driving couldnt be any more enjoyable.

Not one to drop the ball, Pace also has their performance packaged up in a ready-to-fire, dual-quad small-block 350ci. The Pace Performance Fast Burn 385 begins life as a GM ZZ4 short-block, which includes a super-strong forged steel crankshaft with matching piston rods for heavy swinging. From there, Pace then adds GM Fast Burn aluminum cylinder heads and adds value by installing a strong set of stamped steel 1.5:1 rockers to the mix.

Pace works closely with other performance manufacturers such as Edelbrock, Holley, and Comp Cams, which adds their suggested parts to the already formidable turn-key packages.”

Not leaving anything to chance, Pace adds a ton of performance goodies to sweeten the deal of their Fast Burn 385. Each Fast Burn 385 receives nearly everything you’ll need to fire these up, almost immediately from the crate.

Along with a fresh set of polished finned aluminum valve covers, each Fast Burn 385 gets a matching air cleaner, aluminum Edelbrock dual quad 500cfm intake, a pair of Edelbrock 500cfm carburetors with performance fuel pump plumbing. Pace also adds a performance distributor, wires, looms and even the spark plugs, too!

Not stopping there, Pace even goes as far as to add a 14-inch auto trans flexplate, HD start with bolts, oil filter with adapter, and an 8-inch harmonic balancer. Of course, it’s all to insure its turn-key and ready to fire.

Pace Performance has developed a complete line of true, turn-key Chevrolet Performance, works closely with other performance manufacturers such as Edelbrock, Holley, and Comp Cams, which adds their suggested parts to the already formidable turn-key packages.

Pace Performance Fast Burn 385 Engines Features:

Displacement: 4.00-inch x 3.480-inch (bore x stroke)

Compression: 9.6:1

Block: GM 4-bolt main, 1-piece rear main seal

Crankshaft: Forged steel

Pistons: Hypereutectic aluminum

Camshaft: Hydraulic roller

Lift: 0.474/0.510-inch intake/exhaust

Duration: 208/221 intake/exhaust @ 0.050-inch on 112

Rocker arms: 1.5:1 stamped steel

Manifold: Edelbrock aluminum dual-plane

Cylinder heads: GM aluminum Fast-Burn with 62cc chambers

Carburetor: Dual 500cfm Holley’s

Distributor: MSD

Pace not only offers up a potent mill for cruising but benefits from future, Pace modifications with the ability to upgrade its current Fast Burn 385. These options not only add an overall value to each engine but also coax additional ponies from this package. What do we mean, well, if 385hp just isn’t enough, Pace can upgrade you to 430hp with the addition of their HOT cam and 1.6:1 self-aligning rocker arms. At that point, what’s stopping you?

Knowing that the foundation for every serious build begins with the block, Patriot began their crate-engine 383ci program utilizing only the best from the aftermarket. Patriot Performance begins with Dart’s versatile line of SHP short-blocks. Internally, the Dart blocks are adorned with an Eagle rotating assembly, including KB forged slugs with a flat top. Additional internals consist of their large, hydraulic camshaft spun by a double-roller timing set.

Patriot Performance begins thier 383 Stroker package with a Dart’s line of SHP offerings, which are packed with an Eagle rotating assembly and KB pistons.

For heavy breathing, Patriot relies on its very own set of aluminum Patriot cylinder heads. These high-flow heads come with 2.02-/1.60-inch intake/exhaust valves, 64cc chambers, and 190cc intake runner volumes. A set of Scorpion or Harland Sharp roller rockers are relied on for valve control.

Patriot then installs a dual plane Dart manifold and even adds an MSD HEI Streetfire ignition to the mix as well. Of course, it’s all dyno tested to the tune of 501hp! Do the math, that’s $10.74 per horsepower; an unbelievable package for the everyday cruiser or weekend warrior drag car.

Patriot’s philosophy is spawned from their service to producing reliable packages. We spoke to Scott Heaxt, Patriot Performance CFO, “Patriot’s turn-key crate engine started it’s high performance engine program over four years ago. Today we provide a high quality performance turn-key crate engine for the small-, and big-block Chevy. These engines are designed to cater to everyone from the street performance to all out drag racing. ‘When it’s on the line’ is our motto, and has put several in the winner’s circle in both drag racing and boat racing. We are very proud of our engine program but more important is our customers and continuing to provided the highest quality engine that is affordable to most enthusiast.”

Patriot’s crate engine packages delivers a ton of low-end grunt. Just take a look at this dyno chart with just over 400lb-ft. of torque at a low, 2,500rpm.

BluePrint’s stroker small-block is no slouch. With over 430hp on tap, a complete engine and a warrany to boot, what more is there?

BluePrint Engines offers up their 430hp 383ci stroker engine to the crowd with a ton of performance parts, options, and a warranty to seal the deal. To start things out, BluePrint begins with a strong foundation using a GM 4-bolt main, 1-piece rear main seal block.

Each block is then align honed, and bored honed to within 0.0002-inch straightness and roundness. Cylinders are then sonic tested for thickness.

Up top, BluePrint adds a set of their aluminum lungs, which feature hardened retainers, springs and swirl polished 2.02-/1.60-inch intake/exhaust valves to handle extra breathing.

“BluePrint’s GM engines give you brute, honest horsepower that’ll leave others in your rear view mirror. Produced from hand-picked, seasoned four-bolt main blocks and precision built to exacting specifications, every engine in our lineup is ready for years of dependable performance!”

BluePrint makes sure its performance is all available to run on pump gas with 10.1:1 compression. Additionally, BluePrint dyno tests each package and ships each engine with results! Much like the others, BluePrint also sweetens the deal with a 30-month/50,000 mile warranty. All you’ll need to add is a 400ci weighted harmonic balancer and small-block 350ci weighted flexplate/flywheel.

BluePrint 383ci Engines Features:

Displacement: 4.00-inch x 3.850-inch (bore x stroke)

Compression: 10.0:1

Block: GM 4-bolt main, 1-piece rear main seal

Crankshaft: Cast iron steel

Pistons: Flat top hypereutectic aluminum

Camshaft: Hydraulic roller

Lift: 0.528/0.536-inch intake/exhaust

Duration: 230/240 intake/exhaust @ 0.050-inch on 112

Manifold: Aluminum dual plane

Cylinder heads: BluePrint aluminum 195cc

Carburetor: 750cfm Edelbrock

Distributor: HEI

Which One Is Right For You

With so many options on the table, the choices are seemingly endless. From docile, low-compression crates to slightly mild engines at your fingertips, the small-block you choose is contingent on your intended applicaiton. Keep in mind, these aren’t slapped-together rebuilds. These crates offer new assemblies and better still, most come with warranty to seal the deal. If youre looking for a basic small-block for your project car or daily driver that will deliver years of trouble-free operation, you’ll be hard-pressed to find a better buy in the guide we’ve provided above. Make sure to check out our complete list of sources to get in contact with your favorite supplier!

It only seems natural. With the on set of the digital age, it’s no wonder the automotive market place is slowly following suit. From the integration of first generation On Board Diagnostics (OBDI) during the ’80s to the second, more advanced offering of OBDII beginning around ’94, and what seems like an endless supply of hand-held tuning capabilities recently, it’s about time an aftermarket manufacturer has upped their game.

With the enthusiast in mind, Fuelab took another look at supplying fuel to the brains of the operation, literally. Thankfully, aftermarket companies like Fuelab out of Litchfield, Illinois have become the foremost authority when it comes to fueling your project car, albeit now with more advanced, digital capabilities. Fuelab is no stranger to us either, and have even detailed some of their great products in previous mentions before.

To make installation simple, Fuelab uses common, -6AN (PN 52901) or -8AN (PN 52902) inlet and outlet fittings on the the 529 series. Also featured are 1/8-inch NPT gauge port with plug for an external pressure gauge.

Getting Fueled Up

These [traditional] systems produce so much heat, its like trying to control a vehicle at full throttle – Rob Scharfenberg

Let’s face it, these days making high horsepower mills with lots of down-low twist is painfully simple. Add in the overall availability and simplicity of an LS build; the doors for performance are wide open and easily accessible. Of course, with all that power comes the simple ingredients for making it work: fuel and air. Essentially, making reliable power is a no-brainer. In a nut shell, cram as much air and fuel down the intake, ignite it under pressure and viola!

Fuelab has introduced a key element to further simply the equation. With digital reliability becoming the means for control on many of our everyday personal products, its no wonder Fuelab has designed a way to incorporate all the control of a digital operating system into a mechanical-style component for your street or strip vehicle.

Of course, controlling fuel delivery in a vehicle is not a new concept. For what seems like eons, high-end builders and backyard wrenchers have needed a means for controlling fuel. Now, Fuelab’s digital fuel pressure regulator can control fuel demand, seamlessly through a digital processor.

An additional 1/8-inch NPT pressure reference port with a barbed fitting was also added to the 529 series regulators.

Fuelab, recently introduced its most innovative electronic fuel pressure regulator in their 529 series, which includes a -6AN and -8AN version. The new electronic fuel pressure operates quite simply. The Fuelab regulator uses a microprocessor in its base and operates in conjunction with Fuelab’s current line of Prodigy fuel pumps. Devised for street-strip and drag race applications generating up to 1,800hp, this new innovative, patented device communicates automatically with Fuelab’s Prodigy variable-speed pump.

The pump, in turn, responds instantly to fluctuating fuel flow demands and decreases current draw when in reduced speed mode, suppressing heat and potential vapor lock troubles in the fuel system. Before discussing the benefits of Fuelab’s digital fuel pressure regulator, it’s important to first understand how the traditional, mechanical style fuel regulator operates and functions as an integral member of any fuel system.

Fuelab’s latest innovation is installed and prepared for operation in the normal way: set the fuel pressure mechanically like a traditional bypassing regulator, then let the electronic regulator’s demand-based speed control take care of the rest.

How A Fuel Pressure Regulator Works:

High pressure fuel enters a chamber that has the regulator inlet and outlet.

High pressure fuel pushes against the diaphragm in the regulator, and acts against the spring behind the diaphragm.

The vacuum line attached to the nipple also acts against the diaphragm. As engine demand increases, so does the pressure acting on the diaphragm.

Under low fuel demand the majority of the pumped fuel is exiting the regulator bypass. The regulator bypass is sending unused fuel back to the fuel tank.

As more fuel is needed by the engine, less is sent through the regulator bypass.

A fuel pressure regulator is a device that is used to control the upper limit of the fuel pressure. Controlling this pressure is needed so that the carburetor can receive and dispense fuel at a known rate. As engine load increases, so does the demand for fuel. It’s also important to understand that any externally mounted mechanical regulator will require some type of bypass return line to the fuel tank.

Traditionally, a carbureted system’s fuel pressure should be generally set between 6 and 8 psi (measured at the carburetor) for a street engine (higher for a race engine). Keep in mind that fuel pressure is not fuel volume. Your pressure reading is only an indication of the level of restriction in the system. What’s more, Fuelab also offers traditional, mechanical fuel pressure regulators as well.

Fuelab Digital Fuel Pressure Regulator

These days, more and more serious builds are ending up as street driven vehicles. Even the most radically powered engines are being stuffed into cars, which for the most part, was almost unheard of just a few short years ago. Rarely would these builds ever see a city traffic light or freeway on ramp under its own power.

Used in conjunction with Fuelab's Prodigy fuel pumps, the Fuelab 529 series digital fuel regulator automatically senses demand from the engine and controls the pump flow directly. for faster reaction time but also brings the current draw down enough for easy street driving. traditional high-flow pumps at idle draw a lot of current, which in turns can heat up the fuel, potentially causing fuel vapor lock. The Fuelab digital fuel regulator can eliminates vapor lock and issues with short pump life.

Of course, the issue with driving a high-horsepower car on the street is wrought with drivability issues. Start cruising around your full-tilt race motor on the street and inevitably, those components which were only meant for limited driving begin to heat up. When it comes to fuel, vapor lock can begin to rear its ugly head and cut your cruise night short.

To get the inside scoop to efficiently fueling the demands of any project vehicle or daily driver and to avoid vapor lock, we contacted Fuelab’s Chief Engineer, Rob Scharfenberg. Fuelab’s methodology was simple: Eliminate heat build up and control fuel demand instantly from idle to full throttle situations. Scharfenberg outlined a lot of issues most owners might experience when it comes to fueling the high demands of a thirsty, high-zoot engine.

From an idle condition to fully open throttle the microprocessor generates a signal, sensing approximately 100 times each second. The signal is communicated by the microprocessor to Fuelab’s Prodigy fuel pump and with electronic accuracy the system precisely meters its fuel.

Case in point, heat. It’s a vehicles worst enemy and can quickly cause parts to fail. Fuelab recognized a large need for, “Speed reduction or speed control on high-flow fuel systems,” explained Scharfenberg. He added, “These [traditional] systems produce so much heat, its like trying to control a vehicle at full throttle.”

Essentially, Fuelab has created a way of throttling the fuel pump, which in turn keeps heat build up to a minimum and vapor lock a thing of the past. “Street driven applications could over heat the fuel, damage the pump, lose fuel pressure and cavitate,” stated Scharfenberg. Take into account the distance of the tank in relation to the engine, when heated by the pump, the gasoline could actually boil creating a vapor of gasoline which the fuel pump can’t handle.

Included with each 529 series Fuelab digital fuel regulator are the quick plug 'n' play connections which make installation a breeze. Simply line up the tab on the male side with the female, plug in the prongs and thread them together.

The Inner Workings

Of course, the Fuelab digital fuel pressure regulator isn’t just an ordinary regulator. In actuality, its quite the contrary. There’s a lot going on behind the scenes. As Scharfenberg explained, “The Fuelab digital fuel regulator outputs a signal, which the fuel pump communicates with.” In turn, the regulator controls the pump and dictates the flow to the demands of the engine.

Patented method for demand based flow control, able to detect changes in demand before change in rail pressure is realized.

Automatically reduces current draw at low flow demand.

Monitoring capability to track actual fuel system capacity.

Get the quick response of a mechanically regulated system, with the advantage of electronic flow control.

Independent system, no other connections, control boxes or calibration required.

The Fuelab digital fuel regulator uses an ingenious method for determining its “target flow rate.” In this case, a target flow rate is essential for establishing the correct amount of fuel needed to supply the engine. In a nutshell the digital fuel pressure regulator operates quite simply.

Scharfenberg pointed out, “The return line acts like a restrict0r, which builds up pressure. By creating a pressure pocket in the return cavity, a target flow rate can be determined.” Of course, this is all occurring about 100 times per second as the digital fuel regulator communicates directly with the pump.

Scharfenberg added, “When disruption occurs within the target flow rate (positive or negative flow) the regulator will either add or decrease demand at the pump.” The benefits don’t stop there either.

Whether you’re at the drag strip or on the street during spirited driving adventures, “A constant return line on our system acts like a reserve. Even when pressure is lost and the pump doesn’t have time to react, there is an extra cushion of 40-50gph, which allows some dampening and the fuel pressure to remain stable.”

Fuelab’s fuel pressure regulator offers on demand fuel delivery and even includes the fittings and wiring harness. Additionally, all assembly of the Fuelab digital fuel regulators are done in-house at Fuelabs facility while machining is done locally. Ultimately, each regulator is available in six different color options including black, red, purple, gold and yes, even green; there’s one to fit your build.

Aside from the standard diaphragm and spring normally found in traditional fuel regulators, Fuelab adds their patented microprocessor unit, which communicates directly with the Fuelab line of pumps. What's more, the regulator body is completely CNC-machined to ensure high-quality standards.

Fuelab Prodigy Fuel Pumps

Need some serious flow? No Fuelab digital fuel pressure regulator system would be complete without the Prodigy fuel pump. Fuelabs Prodigy fuel pumps are quite capable of supplying most street to race applications, even engines rated to 1,800HP. Prodigy pumps use a DC brush less motor system with electronics that control the pump’s operation. The pumps use an input signal to determine the desired operating speed. By having this feature, pump speed becomes controllable, allowing continuous duty applications for high flow pumps and avoiding a full speed high current draw condition that leads to heat buildup and the potential for vapor lock.

All Prodigy fuel pumps are gasoline, diesel, methanol, and ethanol compatible. This allows the ability to support big power without a belt driven pump. Each pump is hand built and tested at the Fuelab facility in Litchfield, Illinois under strict quality and rigorous testing guidelines before shipping. Fuelab has eight models available ranging in performance levels; with flow rates up to 200GPH and operating pressures up to 125PSI.

Fuelab’s electronic fuel pressure regulator takes all the guess work out of fuel delivery. Their line of electronic fuel pressure regulators work in concert with the Prodigy line of fuel pumps to reduce heat build up and vapor lock conditions related to street/strip operation. Simply, set the pressure mechanically like a traditional bypass regulator, then let the electronic fuel pressure regulator’s demand based speed control take care of the rest.

So, does the Fuelab system actually work and perform as desired? Just take a look at Shannon Carnathan’s ’71 Nova. Under the hood sits a twin-88mm turbocharged, 555-inch big-block outfitted with a set of heavy-breathing Profiler 375 Sniper cylinder heads, while a Holley Dominator EFI relying on 225 lb injectors system sit up top. Inside, a set of set of CP 22cc dished pistons provide a low, 8.9:1 compression ratio and swing on Oliver billet rods.

The Nova is good for 4.97 at 164 mph in the eighth-mile with a very respectable 1.30 60ft. time.

Carnathan’s Nova is no slouch, either. With 1,860hp on tap at the rear tires, it’s obvious, Carnathan was all-in on his Nova. A build of this magnitude isn’t left up for chance and to fuel this mill correctly, Carnathan went with a complete Fuelab fuel system.

Fuelab supplied Carnathans Nova with two, High Power EFI in-line Prodigy pumps, which works in concert with the Fuelab digitial fuel regulator. At a hefty 3,567 lbs, Carnathan’s big-block powered Nova is no stranger to the track.

To reiterate, Fuelab has devised these systems for street-strip and drag race applications generating up to 1,800hp. This new innovative, patented device communicates automatically with Fuelab’s Prodigy variable-speed pump. The pump, in turn, responds instantly to fluctuating fuel flow demands and decreases current draw when in reduced speed mode, suppressing heat and potential vapor lock troubles in the fuel system. From daily-drivers, street/strip cars and even full-tilt race cars, Fuelab has the components to fuel your vehicle no matter what the duty.

Underneath, Fuelab equipped the Nova with a dual pump setup with the pumps on the right and pre-filters to the left.

Every once in a while an epic automotive event occurs, which sends your head spinning so wildly, it’s no wonder it remains attached to your body. Luckily for us gearheads, this event happens annually on March 9-11, 2012 at the abandoned El Toro Marine Corps Air Station in Irvine, California. It attracts some of the baddest street cars ever built to one area of Southern California for an all-out war on the asphalt with three separate events.

Vehicles and participants line up in each of their run groups.

What’s more, it occurs over three days, which means the opportunity to flog your project car or even daily driver on the track has just multiplied. Yeah, we’re all-in. Born from a group of seasoned muscle car enthusiasts, this band of mafia-like individuals has created a season of full-tilt autocrossing events, spread across the country just for you.

Tired of the park and sit rhetoric, which naturally occurs at every other traditional car show event, the American Street Car Series couldn’t be more of a polar opposite.

The American Street Car Series (ASCS) has landed a full-fledged assault on those traditional car events with tire-shredding, triple-digit blasts and rotor blazing autocross and open track events that match any American made muscle car against the other. The ASCS is growing, too, with more and more of these events popping up all over the country. Their events speak volumes to the die-hard, pro-touring.com individuals out there who itch at the very chance to throttle down, legally.

All vehicle makes and models are invited, however, American powered muscle cars are preferred.

In an effort to build support for the sport, the ASCS was created to bring like-minded people and their vehicles together to enjoy the hobby, get some seat time and push the envelope. If you aren’t having fun behind the wheel of your project car, there’s something wrong. Creating life-long friendships and a sense of camaraderie to some extent is what the ASCS is all about.

When ChevyHardcore.com was offered up the opportunity to tag along as a participant and to cover the event for the Run To The Coast III (RTTC), we jumped at the chance. It all began on Friday with the ever important drivers meeting. From there, the participants were broken off into groups. With a swollen right foot from nonstop throttle stomping, the malay didn’t end until Sunday afternoon until we arrived at the TCI Engineering facility for a hosted luncheon after our cruise.

We only wish we could devote more time and space into this event. It truly is something you must see to believe. While we can’t cover all of the competitors, make sure to browse through our entire RTTC III gallery. Who knows, you may be looking at the inspiration to your next project car.

After a quick tech inspection, our Nova was given a running group and number. Our first event would be the Speed-Stop Squared course.

Game Day – Drivers Meeting

Bright and early Friday morning, the drivers assemble with their vehicles on the grounds of the El Toro Marine Corps Air Station. Before the racing begins, the anticipation rises, you can feel it in the air. Waivers are signed, running orders are assigned and the door card numbers are proudly added. Nervous conversations began to brew as fellow drivers meet for the first time, tire pressures were checked and for some, last minute additions were installed to pass a rigorous tech inspection. We were all anticipating the drivers meeting with eager ears. When do we race?

Our tech inspector made sure we had all the necessary safety equipment, including a helmet, which is necessary in all of the events.

All kidding aside, the drivers meeting is probably the most important aspect of the RTTC. The idea is simple: Have fun, stay in your assigned areas and don’t break the rules. Sounds pretty straightforward, right? Unfortunately, previous RTTC events led select individuals like Johnny Hunkins, Editor of Popular Hot Rodding, to overstep their boundaries and pass a fellow participant after it was clearly outlined that this was not to be tolerated. The drivers meetings are designed to keep everybody safe and to keep everybody racing.

Bill Howell, Yancy Johns and Brian Finch led the meeting and outlined the weekend of events along with a planned cruise to the TCI Engineering facility on Sunday. For Saturday night, Doug Renner, a part-time RTTC cheerleader/Baja 1000 driver turned autocross superhero, took the mic and invited all the RTTC participants back to his house for a west coast tradition of street tacos to seal the day of racing. Thankfully, the taco party was graciously sponsored by JCG Customs and remained a highlight of the event for hungry racers. For those who wanted to stick around on Sunday, a full cruise to the TCI Engineering facility was in full swing with a planned stop at the NHRA Museum in Pomona, California.

Without manufacturer participation, events like Run To The Coast wouldn't be possible. Here, all the vendors were thanked by the participants before the weekend of events.

Speed-Stop Squared

After our specific run group was chosen, we broke off into different camps. While our group headed over to the Speed-Stop Squared course. Sounds confusing, right? It’s basically a slalom-style drag race. In short, the ASCS created a completely new competition for RTTC. The Speed-Stop Squared event matches up participants, side-by-side in a drag race-style blast down a coned off course.

Before our run-group was allowed to compete, each group was given a quick overview of each track. In this case, we reviewed the Speed-Stop Squared course.

Once you hit the end, each car makes an opposing hairpin turn and enters a slalom course. From there, its another short fight to the end where each car must make a complete stop in a box.

It matches your drag race skills with cornering and braking. Over shoot the stop-box or end up last in the box and you’re out.

Before we could begin our competition, the course was explained and each participant took a test lap to get familiar with the course. Once we made our test lap, it was balls to the wall action.

Our project Nova was matched up against the Newman Car Creations’ ’55 Bel Air. The Bel Air strutted its stuff and easily pulled a win once the straights turned into the twisties for the return to the finish line. Our Nova ran a best time of 23.310 seconds while the Newman ’55 ran a 22.300.

Hobaugh's Camaro was on a mission: Dominate the competition.

Our project Nova was competitive during the straightaway passes, however, it was no match for the Newman Creations '55 Bel Air on the slalom.

Not far behind was Nick Licata in his 4th-Gen Camaro who pulled off a best, 22.360. Licata was having a blast, although “Black Betty” was having some 3rd gear transmission issues but wasn’t letting that keep ‘Betty’ from a couple wins during the Speed-Stop Squared.

Hobaugh’s LS-powered, Maeir-built chassis was hanging tough. Just check out the stance of this ‘Maro! Brian yanked out a blazing 21.890, which landed him third fastest in this particular event. The Spectre Camaro, driven by Brandy Morrow managed to squeak by with a best time of 23.340 in their ’70 Camaro.

Licata’s LS3-powered 4th-gen Camaro was battling some third-gear issues, however, managed some great passes and rolled away his competitors in the slalom section.

Brian Finch (left) and Mike Maier (right) duked it out for the top spot during the Speed-Stop Squared challenge. While Finch took the win in the exhibition category, Maier took the overall win.

Clearly putting everybody on notice was Brian Finch in his LS-powered ’69 Camaro. Although Finch was running in the Exhibition class, he certainly set the bar. Finch knocked out an amazing 20.332 second pass, which was nearly a full four seconds faster than the slowest competitor. To put things into perspective, Finch was still over a half second quicker than the next fastest competitor, Mike Maier, who was piloting his race-prepped ’66 Ford Mustang. Officially though, Maier was the fastest competitor with 20.990.

Road Course

It was obvious that all the participants were looking for some real, hardcore track time with their vehicles. It’s one of the most anticipated events during RTTC III. This year, ASCS took full advantage of the abandoned airstrip and mapped out a full road coarse for both Friday and Saturday of the event. After a short hot lap to get familiar with the track, each vehicle is started separately to give everyone a fair advantage.

Renner's slammed Camaro was shifting through a 6-speed stick, but an open-differential left the car swimming for traction.

Though Brian Finch scorched the course with a 1:37.9 time in his ’69 Camaro, it was under the Exhibition Class. Again, Finch set the bar, though Kyle Tucker’s second-gen Camaro wasn’t far behind with a 1:38.0 time with the official win in that category. Shutting the back door, Brain Hobaugh wasn’t far behind with a 1:41.1 in his stanced-out ’73 Camaro.

Although the road course was deep with contestants, only about 16 seconds separated the top finishers from the middle of the pack.

Aaron Raymond, #74, performed well in his LS-powered Camaro with a road course time of 01:56.8. #77, Keith Smith, landed a 01:51.4 time in his second-gen Camaro

Don’t be fooled by Doug Renner. To hone his driving skills and tame his fierce competitive nature, Renner also moonlights as a valet attendant at a swanky Beverly Hills Hotel. Like a switch, he’s all-game as soon as the helmet chin strap is secured. Setting the inside tire of his 6-speed-hammering ’69 Camaro on fire, Renner finished with a respectable 1:49.7 minute pass in the middle of the pack.

Not far behind, Steven Rupp roped in a 1:50.5 finish with Bill Howell at 1:50.6 and Nick Licata not far behind closing in with 1:50.7. Our project Nova had gotten into a habit of spitting out the supercharger belt and wasn’t noticed until it’s driver noticed it was down on power. Unfortunately, our official times were submitted and we landed a 39th spot overall with a lazy, 1:57.5 minute finish.

RTTC is just as much about fun as it is about competition. Above, Dave Pozzi (#60) shared piloting duties with owner, Steve Rupp. Below, bringing smiles to the event was Renner and his lead foot after a botched recovery on the Speed-Stop Squared course. Just check out all that tire smoke!

Autocross

RTTC III is filled with three, ultra-fun events. If you didn’t get your time to shine during the Speed-Stop Squared or Road Course event, there was still one avenue left; the autocross. Never raced you project car before? No worries, the autocross event is as much for the pro’s as it is for the beginners. With a planned course in place, each run group would lines up to wait for a chance to strut their stuff.

If you’ve ever wondered why autocrossing and events such as RTTC are catching on, it’s all about seat time. Sure, drag racing is fun but it could be hours before your class is even in the staging lanes. Autocrossing is rapid-firing event, where you could get as many as 10-15 chances on the course to better your time. Though Brian Finch once again set the bar with an unheard of, 38.739 second pass in the Exhibition Class, it was Mike Maier in his ’66 Mustang who officially clipped the fastest run with 39.073 seconds.

Close behind were Brian Hobaugh’s 73 Camaro and Kyle Tucker’s ’70 Camaro with 39.461 and 39.864, respectively. Rounding out the top five for the Autocross section, Jay Weir blasted through with a 40.593 second pass in his ’72 Nova, outfitted with a complete Speed Tech Performance setup.

Jay Weir piloted the Speed Tech Performance ’72 Nova and it’s the nicest we’ve ever seen. And it looked as good as it performed.

Showing up in what appeared to be a lightly modified ’67 Nova wagon was Adrian Mancilla. Out of the gate it wasn’t anything, however, that was until Mancilla starting carving out the course on three wheels. That’s right, three wheels! Mancilla’s lightly modified ’67 was actually a Hot Rod To Hell test vehicle. It’s possible the suspension was just a little loose. Who cared though, the look of that car dipping the rear bumper and yanking the front tire was awesome. Mancilla finished out his fastest lap with 45.189 while our project Nova managed a slight lead, finishing with an official time of 45.091 seconds.

The Hot Rod to Hell Nova let it all hang out, literally.

Cruise To NHRA Museum And TCI Engineering

After two full days of racing, it was finally Sunday. While some participants opted to hit the road home, some die-hard RTTC members actually tagged along for the Sunday cruise and luncheon to TCI Engineering. Up early for the cruise, participants were psyched to get out on the road. Our first stop was over to Pomona, California for a quick pit-stop and photo opportunity at the NHRA Museum.

Ready to roll out, the cruise party was just about to begin!

If anything, the cruise was just an excuse to mash out on the open road. At one time, the cruise group was taking up all four lanes of the freeway with the speedometer needle buried. Was it illegal, yes. Was it worth it, you bet!

Like a mob of lawless Cowboys, the cruise group thumped its way through Southern California and onto our final stop at TCI Engineering for some catered BBQ and a complete facility tour from the boys at TCI Engineering. We ended our three day event there, made our goodbyes and hoped to see everyone back again next year.

The cruise participants all posed for a photo opportunity in front of the NHRA Museum in Pomona, California.

Our day of competition and cruising came to an end as we finalized the weekend at TCI Engineering's facility for a BBQ luncheon.

Thank You To ASCS And RTTC III

We honestly can’t thank the ASCS gang enough. This group of event promoters work tirelessly across the country to give us, the enthusiasts, what we truly deserve and a place to really wring out our project cars. What’s more, they do it with a smile and a handshake. There’s probably even a little laughing in there as well.

Bill Howell (left) with Brian Finch (right), share some afternoon laughs at the end of the 16-car Speed-Stop Squared shootout.

The ASCS truly has created a group of memorable events, and they’re the ones we look forward to every year when it comes to town. We’ll be back with some better parts and hopefully see the same faces and smiles again next year.

For all of the official RTTC III results, be sure to hop on over to the ASCS results page, here. It’s there you’ll find the group run numbers, along with the names and times of each participant.

Yancy Johns took the microphone to announce the days winner on Saturday.

]]>http://www.corvetteonline.com/race-coverage/american-street-car-series-run-to-the-coast-iii/feed/0http://www.corvetteonline.com/image/2012/06/speed-400x266.jpghttp://www.corvetteonline.com/image/2012/06/speed-300x200.jpgEdelbrock’s BIG-Carb Deal Is Back For 2012http://www.corvetteonline.com/news/edelbrocks-big-carb-deal-is-back-for-2012/?utm_source=rss&utm_medium=rss&utm_campaign=edelbrocks-big-carb-deal-is-back-for-2012
http://www.corvetteonline.com/news/edelbrocks-big-carb-deal-is-back-for-2012/#commentsSat, 03 Mar 2012 00:43:21 +0000Sean Haggaihttp://www.corvetteonline.com/?p=87538Edelbrock has got a habit of always looking out for your best automotive interests. From always selling quality, American made parts to their promotional giveaways, which sent you a free shop jacket with any purchase of Edelbrock cylinder heads. We’ve always made sure to you’re getting the most out of your favorite aftermarket supplier.

This time around, Edelbrock is making your under hood goodies pop with some aftermarket flare.

Yeah, Edelbrock is bringing the goods to you once again any time you purchase any new Edelbrock Carburetor (Performer EPS or Thunder Series AVS). It begins today, so if you’re reading this now, you’re right on time!

Beginning on March 1 through April 30, 2012, anytime you purchase an Edelbrock carburetor, Edelbrock will send your choice of a free Air Cleaner – up to a $69.95 value! Between chrome, black or dual-quad, the choice is yours!

Edelbrock Performer and Thunder Series Carburetors deliver outstanding street performance, which fit nearly any mill you’ve got under the hood.

The rules are simple and only require the purchase of a new Edelbrock Performer or Thunder Series carburetor to get a free air cleaner for your ride. Of course, to qualify for the Dual-quad air-cleaner, it would require the purchase of two new carburetors on the same sales receipt or a qualifying dual-quad carburetor and intake kit.

Goodguys is a way of life. Where else can you see some of the country’s baddest builds, meet your favorite suspension or aftermarket superhero, take a hot lap on the autocross course, and grab a corn dog? Chances are you can’t unless you’re headed to Goodguys.

If your’re a die-hard hot rodder, enthusiast, weekend wrencher or high-end custom car builder, there’s almost no doubt you’ve heard of the Goodguys Rod & Custom Association. There’s good reason for that, too, considering their event history dates back to 1983 when Gary and Marliyn Meadors of Alamo, California founded Goodguys. From there, the duo held their first ever, one day “Get-Together,” held in March of that year at the Pleasanton Fairgrounds in Northern California.

Compared with their present events, which typically draw about 30,000 to 40,000 attendees, the 400 cars for that first year wasn’t record breaking. However, it proved that there was a market for attracting car enthusiasts of all makes and models to one location to celebrate the life of beautiful rods and muscle cars.

To this day, the longest running Goodguys event is the “All American Get Together,” which is celebrating their 30th Anniversary. What makes this event so special, according to John Drummond, Director of Communications for Goodguys Rod & Custom, is that it’s, “available to all makes and models of American powered cars and even trucks, too. It’s one of our top attended events of the year.”

Drummond was also quick to note that, “The Pacific Northwest Nationals” in Washington is their second longest running event in Goodguys history; celebrating twenty five long years of rods, customs, and muscle cars. With that, Drummond dropped some knowledge on the Goodguys’ PPG Nationals in Columbus, OH event, which draws 7,000 vehicles and 100,000 people to the show. You’re reading that correctly, we said, 100,000 people.

Hot rods and custom cruisers are the staple of many Goodguys events.

Goodguys’ first 1983 “Get-Together“event set the stage for much of their success, blossoming into twenty separate, highly-dynamic automotive events throughout the year all across the country for 2012. From two-day affairs to extravagant three and four day events, attracting over 100,000 auto enthusiasts, Goodguys spreads out their annual events throughout the country. From the west coast to the east coast, and everywhere in between you’re sure to find a Goodguys event in your hometown or nearby.

Staying Connected – Get Involved

Behind the scenes, Goodguys is hard at work staying connected with the industry. Their reign is felt throughout each event and every one is planned perfectly every year with a seamless transition. How does Goodguys stay connected? Well, each event has a focused eye on the many manufactures, which help shape and play a role in the success of the event. Companies like Speedway, Gearstar, Powermaster, Billet Specialties, RideTech, Jet-Hot, and Detroit Speed participate in the manufacture midway. Think of it as your chance to get in on all the latest aftermarket goodies, parts, and components from your favorite vendor.

Goodguys also plays a key role in the Hot Rod Industry Alliance; which is a council aligned with SEMA. In short, the alliance guarantees and speaks for the muscle car and hot rod industry; helping to focus the overall vision of Goodguys. What’s more, Goodguys also holds tech seminars at select events and even develops its own blend of tech articles through their Goodguys Gazette, and through manufacture spotlights.

Staying connected for Goodguys is also always adapting and changing like a seasoned athlete. Goodguys is taking huge strides toward the digital world. Goodguys’ aggressive stance is prevalent throughout their newly revamped website which just launched.

Once on the Goodguys website, it’s there you’ll be able to search for locations of an upcoming event, its date and time, as well as find out specific details on registration, and even where to pick up a T-shirt. It really couldn’t be any easier. What’s more, Goodguys also features more than individual events on their website.

Since Goodguys has taken a larger, digital role online, curious gearheads can also search for upcoming autocross events, shop in their “online swap meet,” and even stay connected through the Goodguys Facebook page. “This [online] is where a lot of gearheads are these days. While our printed Gazette is a work of art and a time honored tradition, getting our message out digitally allows Goodguys to branch out. It wasn’t so long ago that the Gazette used to be the only avenue for event information and communication with our association members, now its become one of many” said Drummond.

You're bound to see something you like at any number of Goodguys events in your area.

Staying connected with Goodguys is easier than you think. Not internet savy? No worries. Goodguys has made sure to cater towards whichever brand of media you desire. If you weren’t aware, Goodguys also produces the Goodguys Gazette; a monthly full-color issue packed with all of the latest Goodguys events around the country. As a Goodguys member, you’ll receive a full years subscription as well as exclusive members-only discount offers for tickets, merchandise, and car registrations. You’ll also receive a personalized membership card as well as a members-only decal.

The Goodguys Newsletter is also a great way to stay connected with Goodguys. It’s easy, too, and only involves signing up online with your email address. Better yet, its completely free and you’ll get an update on the latest happenings with Goodguys once a month.

What’s In Store For 2012 – Goodguys Autocross And Super Sunday Events

To get an inside perspective on the Goodguys Rod & Custom Association, we got a hold of John Drummond. Not only is he our inside guy, he’s also spent 22 years with Goodguys.

From event to event, across the country, Drummond is there. Drummond directed us on where Goodguys came from, current events, and where they’re headed with this years line of events.

Of course, as times change, and as their demographic grows and evolves, Goodguys is always reinventing themselves and adapting to new changes in the industry. Part of this involves creating a more modern approach to the traditional car show.

What does that mean? Well, just like parking your freshly waxed ride was and still is the traditional method for showing off your whip to the masses, the Goodguys autocross and Super Sundays, too, allow for the same sort of braggadocios involvement. Goodguys has streamlined their foundation with a modern approach, allowing participants to flog their rides on the autocross course by letting it all hang out.

The autocross course is free for registered participants. It's a great way to see these cars in action.

With some, select events across the country facilitating the autocross course, it’s a perfect way to get some laps in, in a safe environment. C’mon, let’s see what that car was meant to do – Drive! Better yet, the autocross is free as long as you’re a registered participant. Just head over to get your vehicle tech’d and certified at the event. It’s that easy.

According to Drummond, “The autocross events have added a huge excitement factor to the point where the shows are much more involved and invigorating. The autocross appeals to all generations. I mean, who doesn’t like seeing an old classic ripping around an empty parking lot?” What’s more, the autocross events have aided in their other new approach for the Goodguys events with some select Goodguys events showcasing Super Sundays. “With the influx of high-performance muscle cars, this scene (autocross) has played right into the Super Sundays and has played a large contribution to the shows as a whole.” stated, Drummond.

During past events, stagnant cars would suffice. However, now, our members want to see these cars strut their stuff. Drummond went on, “People want to see these cars used, and thrashed and see what they were built for.” The autocross events and Super Sunday events have injected a lot of life into the shows, and there are plans in place to continue and expand the autocross events in the future.

If you’re not familiar with the Super Sunday events, in short, it allows American powered cars of all years, makes, and models to participate in Goodguys events. This means if you’ve got a ’98 LS1 powered Z28 that you’ve been itching to get out and show off, either at the show or on the autocross course, you’re good to go! Currently, Goodguys is planning seventeen Super Sunday events through out the year at select Goodguys locations. To sum it up, all car-minded folks want to hang out with other like-minded individuals. The Goodguys Super Sunday’s really push for the younger crowds, the clubs, and the forums to enter and enjoy the festivities.

The initial roll out of Super Sunday events have opened the doors for additional vehicles, mostly for the younger generations. As Drummond puts it, Super Sundays are generating a greater pull to the younger audience out there who still appreciate a great vehicle, albeit late model.

Drummond added, “I believe our Goodguys Autocross program and our new ‘Super Sunday’ program (opening the events to late model American performance cars on Sundays) has a big role in bringing in new generations of roddersl.”

Get On The Course And Drive

Not sure which events will be showcasing an autocross event? Not to worry, we’ve got the Goodguys Autocross event schedule here. Just pick and choose which of the seventeen event dates work best. As long as you’re registered, you have the opportunity to throw your street rod, street machine and at selected events, late model vehicles through their paces. It gives owners a chance to test their driving skills and flaunt their rides.

Additionally, all participants will be timed and at the end of the event,Additionally, all participants will be timed and at the end of the event, each class winner will take home an award and gift certificates from sponsors. The prizes will be presented during the Sunday awards show..The prizes will be presented during the Sunday awards show.

Of course, all you’ll need are a set of standard issue seat belts and a valid drivers license are required. You also must be 18 years or older to drive the course.

Just bring your registered/ street legal vehicle to the autocross tech area at the event to get inspected and you’re ready to run laps through the cones.

Giving Back – Goodguys Give-Away Car

Goodguys has had a long standing tradition with their involvement with the Give-away cars. Drummond made sure to drop some knowledge on this highly anticipated event, “Goodguys has given away close to 50 cars over the years.

It’s been a positive way to involve the company as well as the industry to showcase the product as well as having the ability to give back to our members.” Goodguys doesn’t forget about its members nor does it forget about it’s loyal group of vendors and manufacturers.

These Give-away cars generate a lot of hopes and dreams, and provide a foundation for product suppliers to showcase their components and skills. Give-away cars are a real thing. It’s something our members get an opportunity to see first-hand; to touch, see and feel. “We’ve got Goodguys Give-away cars booked-full through 2014,” said Drummond. This year is no different and Goodguys is in the process of building the Goodguys Missile; a ’70 Challenger.

How do you get your hands on a Give-away car? Luckily, there’s two ways to get involved. First, become a Goodguys member and your name is automatically entered into the drawing. Second, participate in any of the Goodguys Show ‘n Shine events and place your Sunday Lucky Ticket in the barrel on Sunday after 1:30pm. At the end of the 2:22pm award ceremony, Goodguys will draw one lucky winner from that event to become a qualifier for the giveaway car. Just be present for the drawing and you could be driving home a fully-built Goodguys Give-away car!

This year’s Grand Prize Giveaway Car is coming right along, too. The project, based on Steve Stanford’s “Goodguys Missile” illustration, has made great strides in recent months. The 1970 Dodge Challenger, based loosely on Don Carlton’s legendary “Motown Missile” has been completely disassembled, massaged, cut and mated to the custom chassis from the Roadster Shop.

The trick chassis features independent front and rear suspension and when the Ridetech coilover’s are added it should out-handle just about anything on the road!

Brand new rear quarters and deck lid have been added as well as new front fenders courtesy of Goodmark Industries. Wider rear wheel tubs have been fabricated to accommodate the meaty Michelin’s and Billet Specialties wheels. The ‘Missile will be powered by a hearty 426 Mopar currently being assembled by Indy Cylinder Heads. The transmission will be a Tremec 5-speed. It will make its grand debut at the 3rd Spring Nationals, March 9-11 in Scottsdale, AZ.

The Goodguys Missile is still a work in progress. However, it's sure to make one future owner proud!

The Life And Times Of Goodguys – Drummond’s Words

Editor’s Note: For an inside perspective, we reached out to Drummond to reflect on his role at Goodguys and how the events have changed and adapted to modern times. Drummond provided us with his own commentary, which carries 22 years of experience.

For the past 22 years I’ve had the enviable luxury of attending our Goodguys Rod & Custom Association events throughout the country. The people, the cars, the trends, and the hilarious road escapades I’ve experienced could (and might some day) fill a book.

Working with the Meadors family and the entire Goodguys staff is easy because we’re all passionate about American hot rods, customs, and muscle cars.

We’re all car guys and gals which makes it easy. I’ve never met a man more driven by hot rods, customs, and classic cars than our founder and chairman Gary Meadors. As crazy as he and our new President Marc Meadors are about cars, they’re as equally smart and passionate about the art of staging awesome automotive events. The event business is always exciting and getting down the formula of planning and producing a large scale event is a delicate balance Marc, Gary, and the rest of our great staff have nearly perfected.

I remember the fat-fendered craze of the late ’80s and ’90s when it seemed everything was painted teal or pink and we all wore those hideous “muscle pants” and neon green sun glasses. Then you had the “smooth” craze of the late 90s when Boyd, Chip, Buttera, and others rolled out landmark cars like the “Smoothster, “Chezoom” and so many others.

The retro thing (I hate calling them rat rods) got rolling in the new millennium as well as the G-Machine scene when rod shops and new innovators started making ’60s Camaros and Mustangs handle and accelerate like the finest European sports cars. Thom Taylor, who’s created so much of our industry’s look and trends through his pen and brilliant mind, told me a long time ago that the pendulum swings mightily in this industry as far as “what’s hot.”

This truly is a remarkable industry. The growth over the past 20 years alone is astounding. I’m starting to see a lot of younger rodders at our events which is great news. The universal appeal of hi-performance American cars is something that transcends generations and I know for a fact that Goodguys will be working as hard as possible to give them quality events to share their cars, their passion and bond with fellow gearheads. It’s an exciting time for all of us. -John Drummond

]]>http://www.corvetteonline.com/news/goodguys-2012-events-preview/feed/0http://www.corvetteonline.com/image/2012/02/GGNEW-400x155.jpghttp://www.corvetteonline.com/image/2012/02/IMG_0372-300x200.jpgPRI 2011: Fuelab Delivers On A Digital Levelhttp://www.corvetteonline.com/features/pri-coverage/pri-2011-fuelab-delivers-on-a-digital-level/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2011-fuelab-delivers-on-a-digital-level
http://www.corvetteonline.com/features/pri-coverage/pri-2011-fuelab-delivers-on-a-digital-level/#commentsFri, 23 Dec 2011 21:14:04 +0000Sean Haggaihttp://www.corvetteonline.com/?p=73450Fueling your daily driver, street/strip ride or full-tilt race car is no joke. How many times have you seen a fellow competitor or heard of someone you knew of, who’s motor ran dry, ultimately melting their mill down. If you’re paying attention, then you’d recognize it could of all been avoided had they been fueling their ride with a system that can handle nearly any situation, instantly.

If you aren’t familiar with Fuelab, they produce some of the most cutting-edge fuel systems in the market today. We met up with them during the SEMA 2011 Show, too, and were instantly convinced they were ahead of the curve when it came to the system to own when fuel was in demand.

To give you some background on their products, Fuelab can fuel everything from 700-1,500hp all the way to 1,800hp with no issues.Fuelab’s secret involves utilizing their line of Prodigy fuel pumps. Their pumps use a DC brush less motor system with electronics that control the pump’s operation. The pumps use an input signal to determine the desired operating speed.

By having this feature, pump speed becomes controllable, allowing continuous duty applications for high flow pumps and avoiding a full speed high current draw condition that leads to heat buildup and the potential for vapor lock.

To prove their worth, Fuelab even took home The SEMA Best Engineered New Product for 2012!

To recap, Fuelab electronic fuel pressure regulators remove all the guess work out delivering fuel to your engine. Fuelab’s line of electronic fuel pressure regulators work in concert with the Prodigy line of fuel pumps to reduce heat build up and vapor lock conditions related to street/strip operation.

Fuelab also puts the customer first and backs their entire line of products with a two year limited warranty. Products are also 100% inspected and tested before leaving our facility. Each serialized Prodigy pump comes with its own flow performance certifications, giving customers real performance data on their purchase.

Fuelab products work in conjunction with each other to assure your mill is properly fueled, instantly.

Fuelab, recently introduced its most innovative electronic fuel pressure regulator. The new electronic fuel pressure regulator uses a microprocessor in its base and operates in conjunction with Fuelab’s current line of Prodigy fuel pumps. Devised for street-strip and drag race applications generating up to 1,800hp, this new innovative, patented device communicates automatically with Fuelab’s Prodigy variable-speed pump. The pump, in turn, responds instantly to fluctuating fuel flow demands and decreases current draw when in reduced speed mode, suppressing heat and potential vapor lock troubles in the fuel system.

What’s more, to top off all of their hard work, Fuelab was presented with the SEMA Best Engineered New Product for 2012, and received Runner-up. We spoke with Brian Paitz, owner of Fuelab who added, “Everyone at Fuelab is extremely proud of the recognition an award like this brings. As a small company, an achievement like this really stands out and highlights the dedication and commitment we have a Fuelab to bring leading edge fuel technology to performance systems.”

Of course, Fuelab is no stranger to us, and have even detailed some of their great products in previous mentions before. For more information on Fuelabs innovative line of fuel products, including Fuelab’s Prodigy Fuel pump, be sure to check out fuelab.com.

For the best in digital fuel delivery, check out Fuelab's most innovative electronic fuel pressure regulator.

No, not all late-’80s G-body Malibu’s have been turned into three-wheel dippin’ low riders. While seeing one sitting on a set of 1,000-spoke Dayton’s is pretty cool, throwing one down at the drag strip or during an open-track event won’t net you the greatest return.

Low-riders were designed to look good hopping down Crenshaw boulevard, not clipping triple-digit speeds on the back straight. Thankfully, though, some have foreseen the future and kept them, waiting until the right moment to turn them into qualified boulevard bruisers.

We couldn’t help but to practically keep ourselves from crawling all over this sled once we came upon it in the Jet-Hot booth during the PRI 2011 Show. We’d love a chance to get this thing out on the streets. However, for now, we can only dream. So, what makes this seemingly bland ’79 Malibu such a tease?

Well for starters, it’s LS powered. Yeah, that’s right. When owner, Gordon McGilton, had his choice of building a solid open track car he had a couple options at his disposal.

Thankfully, he chose to tinker a bit with this ’79 ‘bu. As stated previously, It’s relies on a tried and true LS1 for power. While in today’s game that may seem a bit old-school among LS-fanatics, McGilton stepped up; adding another notch to his belt by planting a Magnacharger on top for some extra go. Though it hasn’t made its way to the dyno, yet, it’s safe to assume that this ‘bu might be pushing about 500hp…easy.

The interior offers up a classy feel while the exterior wheel and tire combo screams performance.

This swap shows how well and factory-appearing an LS engine and Magnacharger combination can turn out. Jealous?

Jet-Hot coated headers keep under hood temps at bay and provide the headers with a durable finish to last years to come.

McGilton also made sure to complete the package with a stiff suspension set up. He relied on none other than Detroit Speed & Engineering for their line of suspension goods and even added a big brake kit from Baer to round out the car. McGilton also threw on a classy set of chrome finished wheels which serve the streets as well as the track.

They were wrapped in BFGoodrich rubber. Of course, the build would not of been satisfied without a set of headers, coated from Jet-Hot. With minimal under-hood space, tight clearance wheel wells, and the addition of a supercharger, keeping under hood temps at bay was a must.

]]>http://www.corvetteonline.com/features/pri-coverage/pri-2011-jet-hots-second-chance-79-malibu/feed/0http://www.corvetteonline.com/files/2011/12/IMG_0843-400x266.jpghttp://www.corvetteonline.com/files/2011/12/IMG_0843-300x200.jpgPRI 2011: All In One Mustang Dyno Saves Time And Spacehttp://www.corvetteonline.com/features/pri-coverage/pri-2011-all-in-one-mustang-dyno-saves-time-and-space/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2011-all-in-one-mustang-dyno-saves-time-and-space
http://www.corvetteonline.com/features/pri-coverage/pri-2011-all-in-one-mustang-dyno-saves-time-and-space/#commentsFri, 09 Dec 2011 01:54:09 +0000Sean Haggaihttp://www.corvetteonline.com/?p=74877As shop owners and even schools on the tech-level, time and space can become a premium. Furthermore, when it comes to servicing the aftermarket, a dynomometer can make or break claims of power numbers and even allow tuners to fine-point exactly what the engine is doing under load. However, not every shop has the ability to tune both engine and chassis applications.

For Mustang Dyno, the theory was simple, however, and created a dyno system, which would allow the user to split the work duty between both. For shops that are looking for a flexible solution to their engine and chassis dyno testing needs, the Crossover Series provides a complete all-in-one solution. Mustang’s new Crossover will offer up the ability to literally switch between engine or chassis dyno tuning.

We sat down at the PRI 2011 Show with Steve Englemen who told us, “If you’ve got a limited budged but service more than just engines or vehicles, the Crossover Series is the best bang-for-the-buck and offers a savings of about $20,000 between purchasing both of them seperatly.”

The new engine and chassis dynamometer combo dyno, is another first from Mustang and features a 2WD MD-1100 chassis dyno with a detachable dual eddy current docking module that converts into a fully-functional ED-140-20 eddy current engine dynamometer.

How It Works:

The 2 in 1 system is equipped with both an ED-140-20 air-cooled eddy current engine dynamometer and a standard MD-1100 chassis dynamometer. The twin eddy current engine dyno operates as a standard engine dynamometer when directly coupled to an engine utilizing an included engine docking cart and stand alone control system and Mustang EDtCell Control Software.

While the engine dyno is in use, the chassis dyno is capable of being operated as an inertia-based dyno with a separate controller and Mustang PowerDyne Software included with the system. Attaching the dual eddy current PAU module to the chassis dyne via an included u-joint drive shaft allows the chassis dyno to take advantage of the powerful twin PAUs for loaded mode and vehicle simulation loaded testing.

Towing a vehicle to an event isn’t mandatory but isn’t a terrible idea if you have access to a truck and trailer. It’s not to say something will go wrong, it’s just nice to know you’ll have a way to get the car home just in case something does.

We’ll admit it, as enthusiasts, every now and again our current project car will inevitably get hauled around. With that in mind, sourcing a set of high-quality straps to safely secure the car to the trailer is cheap insurance.

Mac’s Custom Tie Downs create some of the best car-hauling straps around. Mac’s designs everything from custom-like track systems, deck hardware, tie downs, straps, wheel nets and everything in between to assure your investment is hauled safely and securely. Mac’s even designs wraps and straps, specifically for the motorcycle and UTV crowd, too!

Chassis stabilizer bladders are the perfect companion to most any tie-down system. Simply slide the deflated stabilizer under the chassis and inflate it. Inflated, the stabilizer will cushion the harsh effects of trailering.

Mac's is also designing these new totally Stainless ratchets. This means they'll last you the lifetime and won't corrode or discolor over time or through continued use.

How It Works:

Mac’s makes sure to include high-quality design, materials, and workmanship into every strap, track, and product labeled with the Mac’s brand. Mac’s straps offer up superior stitching and offers their 10,000lb. rated strap with 12,000lb. stitching. For example, in 8 inches of strap, Mac’s will design in over 200 stitches, while the competing brand only offers less than 100 stitches in 3 inches.

We cruised their booth this year during the PRI show and found an all-in-one strap kit that included four heavy-duty ratchet straps and four axle housing wraps. What’s more, that was just one kit we found and Mac’s has a ton! All the ratchet ends have spring loaded clips and some kits even come with a sweet duffel bag for storage.

]]>http://www.corvetteonline.com/features/pri-coverage/pri-2011-fully-strapped-with-a-macs-custom-tie-downs/feed/0http://www.corvetteonline.com/files/2011/12/IMG_0788-400x266.jpghttp://www.corvetteonline.com/files/2011/12/IMG_0788-300x200.jpgPRI 2011: Exclusive Whipple Supercharger System For Ford and GMhttp://www.corvetteonline.com/features/pri-coverage/pri-2011-exclusive-whipple-supercharger-system-for-ford-raptor/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2011-exclusive-whipple-supercharger-system-for-ford-raptor
http://www.corvetteonline.com/features/pri-coverage/pri-2011-exclusive-whipple-supercharger-system-for-ford-raptor/#commentsThu, 08 Dec 2011 22:29:23 +0000Sean Haggaihttp://www.corvetteonline.com/?p=74581Whipple is no stranger to the world of horsepower. After All, they’ve been dealing out full-lace, bolt-on packages for our favorite small-, and big-block combinations for years. Now, however, Whipple is diving head-first into LS power adders in the form of their exclusive driveshaft-style, rear-drive twin-screw supercharger systems.

That’s not all either. With the recent explosion in the mod-motor Ford world, Whipple was proud to introduce their all-new supercharger system for the Ford Raptor, F150, and F250 6.0L configuration.

It's all in the details, and Whipple illustrates that everything from the internals to the exterior receives equal attention.

Yeah, it’s pretty clear Whipple has been serving the industry with some of the latest, cutting-edge technology in the supercharger field for some time now. Owned and operated by Art Whipple, Whipple has been regarded as a true innovator and even enjoyed a successful racing career as crew chief and owner of Top Fuel Funny Cars and Dragsters.

Twin rotor designs are a Whipple trademark.

Whipple has even made a huge impact in the powerboating world as well as the off-road and sand rail industry.

Whether its spinning on the street, in the sand, or flying through the water, if it’s boosting, it’s most likely a Whipple.

Although Whipple’s dual supercharger setup was outstanding, drawing a ton of lookers and jaw-droppers, it was their new Ford twin-screw system – an all-new item for the PRI 2011 Show – that grabbed our attention the most.

This all-new Ford system comes complete from top to bottom, including all of the hardware.

Though some twin-screw designs rely on a rear-drive belt system, Whipple has upgraded to using 4 gears at the rear of the blower. This eliminates slip and creates a bullet-proof package.

Whipple’s new Ford system is a front-feed design with a straight shot to the filter. Running additional intercooler piping and adding tons of fabrication time is all but eliminated with Whipple’s new system. It’s been outfitted with its own integrated intercooler system.

Adding to the overall benefit of owning the Whipple brand name, Whipple is making these kits entirely complete. That means every bolt, injector, and even Whipple’s own air intake system is included with the package.

As for now this particular system is C.A.R.B. pending. However, Whipple was quick to add an optional 5-year, 100,000 mile warranty to the mix as well. Are you kidding me? That’s almost unheard of!

Whipple didn’t forget the LS crowd either. They, too, can benefit from a complete Whipple supercharging system for LS powerplants consist of a front fed platform capable of producing 1,000hp!

Whipple's LS packages are more than just engine bay gems. These blowers can squeeze out 1,000hp. Whipple's other show stopper was this dual-charger system, which consisted of two blowers, utilizing just one manifold.

Within the aftermarket industry, varying manufacturers can make some wild claims about full-functionality when it comes to a complete ignition system. For the most part, much of the functionality is limited and isn’t very interactive. After meeting with the great-minded folks from Prestolite Performance, which includes Mr. Gasket Co., Hays, Accel, Lakewood, and Mallory Ignition into their vast performance family, we were sold on their newest development for the aftermarket; Mallory’s Firestorm Ignition.

Mallory Firestorm Ignition:

Power: Fully programmable launch mode

Precision: 3D cylinder timing

Control: Advance Tuning Technology

Features & Benefits:

Street Module

Mallory's demo included illustrating some of the various methods for customizing fuel mapping as well as having the ability to view engine dynamics, live.

After just a brief moment of viewing the Mallory demo and speaking with their engineer, we were completely sold. The Mallory Firestorm Ignition System consists of a ton of options, programming and custom tuning to allow you, the user, an all-access pass to everything your speed-happy brain needs. The Mallory Firestorm Ignition is an integrated and intelligent ignition control system that delivers features, control and precision unmatched by any competitor for both street and race applications.

Don't forget, Prestolite Performance has an entire line up of other performance goods as well. Their performance family includes many different manufacturers, which consists of clutches, and even Lakewood drag suspension products.

]]>http://www.corvetteonline.com/features/pri-coverage/pri-2011-firestorm-ignition-system-from-mallory/feed/0http://www.corvetteonline.com/files/2011/12/IMG_0715-400x266.jpghttp://www.corvetteonline.com/files/2011/12/IMG_0727-300x200.jpgPRI 2011: Lunati’s Valvetrain And Rotating Assembly Kitshttp://www.corvetteonline.com/features/pri-coverage/pri-2011-lunatis-valvetrain-and-rotating-assembly-kits/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2011-lunatis-valvetrain-and-rotating-assembly-kits
http://www.corvetteonline.com/features/pri-coverage/pri-2011-lunatis-valvetrain-and-rotating-assembly-kits/#commentsThu, 08 Dec 2011 22:15:01 +0000Sean Haggaihttp://www.corvetteonline.com/?p=74229In the performance game, counting on quality reigns supreme. When you’re going heads up in a drag race, or even just hitting up the Sunday cruise scene in your project car, quality counts! That’s exactly the reason why Lunati has made a point to manufacture engine components of the highest quality using cutting-edge technology.

When trolling the seemingly endless square footage of the Performance Racing Industry (PRI) show, we couldn’t help but find ourselves drooling over Lunati’s valvetrain, rotating assembly kits, options, and their commitment to the racer lifestyle, too. At Lunati, every single product sold undergoes an extensive array of testing and analysis. This ensures the end result is a superior product that can withstand demanding race conditions time and time again.

Lunati’s commitment to supporting racers and helping them find Victory Lane is evident in their ever-expanding support of products along with their continued commitment in nearly all the major race programs. Contingency helps promote the brand as a whole, ultimately supporting the driver behind the wheel. These contingency programs can be seen through the NHRA, IHRA, NMRA & NMCA series races.

Whether you drive a street car or all out race vehicle, you have many vital decisions that must be made about your engine combination. Camshaft specifications, valve spring pressures and compression ratio all play a vital role in perfecting the peak power output and overall power band of your performance engine. Lunati’s technical staff and managers all have longstanding backgrounds in the automotive aftermarket industry. So when you call you are not only getting the best internal engine components available, you are also backed by an entire army of performance gurus who eat, sleep and breathe racing.

Competition Tough:

Engineered crankshaft, rods & piston kits

Trusted craftsmanship with modern technology

Kits available for all engine configurations

If you aren’t familiar with Lunati, their family of engine components is unmatched by much of the competition. For example, the Pro Engine Assemblies come complete with Lunati Pro Series rotating assemblies, which feature only the very best components such as Wiseco forged pistons, hi-tensile plasma pre-gapped 1/16-, 1/16-, 3/16-inch rings, either H-beam or fully machined I-beam connecting rods, bearings, and a Pro Series crankshaft, all internally balanced.

]]>http://www.corvetteonline.com/features/pri-coverage/pri-2011-lunatis-valvetrain-and-rotating-assembly-kits/feed/0http://www.corvetteonline.com/files/2011/12/lunati.jpghttp://www.corvetteonline.com/files/2011/12/lunati.jpgPRI 2011: COMP Simplifies Fuel Injection, Again!http://www.corvetteonline.com/features/pri-coverage/pri-2011-comp-simplifies-fuel-injection-again/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2011-comp-simplifies-fuel-injection-again
http://www.corvetteonline.com/features/pri-coverage/pri-2011-comp-simplifies-fuel-injection-again/#commentsThu, 08 Dec 2011 01:23:58 +0000Sean Haggaihttp://www.corvetteonline.com/?p=73928COMP, a name so synonymous with racing, it practically defines everything speed. That’s why this year they opened up shop in the center of the PRI showroom, with enough floorspace to run laps on. Really, it was huge! Of course, they packed footage with all their latest and greatest. COMP brought out traditional favorites such as their valvetrain components, tooling, and lubrication. However, it was their line of FAST XFI 2.o components that really caught our attention.

Along with their line of self-learning EFI systems, COMP is still staying true to the game by offering up its traditional and custom cam grinds, and a complete line of valvetrain products.

Here’s the one electronic fuel injection system with truly revolutionary features and capabilities in an easy-to-use package. The FAST XFI system precisely balances fuel and spark, allowing you to fine tune like never before. The XFI system comes with easy-to-navigate software that’s completely configurable and allows you to set the parameters. Faster processing means no more fl at spots in the power curve or settling for “close enough.” XFI is compatible with all common ignition types, including GM HEI, LT1, LS1, -2, -6, -7 DIS, Ford EDIS (4.6L & 5.4L), and Chrysler 5.7L, 6.1L HEMI applications.

A proper race bred vehicle is more than just a competent drivetrain. Sure, you’ve got the braking system dialed in and the tires have plenty of tread left in them for maximum adhesion to the road. However, how are your fluids being transferred from the pumps to the parts which need lubrication. In this case, Fragola Performance Systems along with their sister company, FK Rod Ends is producing some of the most high-tech components in the market. Of course, its all proudly produced right here, stateside.

Not forgetting the late model fuel injection crowd, Fragola has come up with an ingenious method for swapping any factory hard line to an -AN fitting. Fragola's got them for any Ford, GM, and Chrysler application. Not stopping there, Fragola's weld-in fittings also come with a preinstalled screen to prevent material from transferring in the fluids.

Fragola Performance Systems’ entire line of all-out fittings are made from 6061 aluminum to -AN specifications. Fragola has one of the largest selections of hose ends and are also made in the traditional Red, Blue, and even Black. Fragola is even producing an attractive Duplex Nickel version as well.

Fragola can support a wide varity of rod end sizes, ranging from large to tiny.

Fragola’s always got the racer in mind and their line of reuseable hose ends allows the racer to make changes quickly at the race track. The push lock series of hose ends works all the way up to 200psi. Its also light, economical, and the perfect method for outfitting any race vehicle with a proper method for transferring fluids, safely.

Fragola’s mission statement is simple: they support all types of grassroots motorsports, dirt late model, and even drag racing. With the ability to practically manufacture anything with threads, Fragola is the simple choice when it comes to supply your race vehicle with some of the best components in the industry.

These days, with performance numbers eclipsing four digits marks, slowing down is just as important is getting up to speed. Moreover, having the ability to brake later with more confidence before entering a turn allows the driver to increase the distance in the competing field. This translates into faster laps times since the driver can apply throttle sooner, with more precision.

At Performance Friction Brakes (PFB), they’ve built a philosophy surrounding the concept of, “No Compromises.” According to PFB, its a mindset, an attitude, and a commitment that sets standards, outperforms, outlasts, surpasses, and even breaks records. It’s the racers spirit embodied in the very components it relies on to win races.

It’s proof that PFB isn’t just a high-tech product, it’s a mentality. If you’re unaware of PFB, their passion is their product. It shows, too, as they deliver innovative products to the market that flat-out out perform the competition. They’ve got the proof, too. PFB has racked up 47 different driver championships! Everything from Oval racers like Tony Stewart to Road Racing like Scott Pruett, those vehicles were equipped with PFB products.

PFB’s newest wild child is their ZR43 Zero Drag Caliper system. As with any racing component or part, drag is the arch enemy of speed. Eliminate drag, eliminate heat and wear, and you’ve got a braking system they’ll get you to the finish line, first. What PFB did was design a Zero Drag Caliper System using a patented pad retraction system that retracts the pad from the rotor, thus eliminating all drag.

Eliminating drag from the equation lets the car roll freely down the track all while reducing brake temperatures. Utilizing the pad retraction system, it was designed using two shoulder bolts, a pressed collar and a Bellville spring. The spring is then squeezed between the collar and the caliper body under braking.

The caliper also has a self-adjusting system which, over time, produces the same level of pedal travel throughout the life of the brake pads. In addition, the brake timing can be adjusted to allow the front brake assembly to engage prior to the rear, in order to eliminate loose conditions under braking. Not only does the ZR43 produce better grip but creates more equal temperatures between the front and rear brakes by creating a more equal brake bias.

CV Products’ booth was stuffed full of every racers dream parts, components, and tools. Trust us, it was standing room only and it was only natural that we gravitated towards their epic line of do-all race parts. This year, CV Products was taking the show by storm. New products included a 5-stage Dirt Late Model Oil Pump Bell Housing Mount & PTO Adapter (Spin Pumps) along with an all-new CV Products Drive Flange.

CV is a one stop shop for the racer in mind

With the new 5-stage pump, mounting solutions for dry-sump applications have all been cured. CV Products’ latest Spin Pump allows for an ingenious solution to all your pumping conditions. CV is also making their newest line of drive flanges available, too. Not stopping there, CV had a full display of all of their latest tools and even their spinnable fuel pumps were there to handle. Check below for more details.

Much like a quality set of rods, pistons, and crankshafts, gaskets, too, are just as important. Without a quality set of gaskets sealing up your mill, a potential hazard could be looming ahead. With horsepower figures leaning into the 500-600hp range becoming the norm, assuring that your traditional or late-model engine remains an engine and not a leaky mess is imperative.

Luckily, Cometic gaskets is continuing to drive as the leader in gasket technology. Racers, and even the street/strip-minded, too, can rely on Cometic to keep them going round after round. Or, in many cases, back and forth to the store.

Leaky gaskets are no fun and having to pull the cylinder off to replace them just compounds the issue. With Cometic Gaskets, though, they found an ingenious method for keep all the high cylinder head pressures in the bores with their brand new line of gaskets–the MLx Multi Layer Stopper.

If you aren’t familiar with Cometic’s line of gaskets, it’s nearly endless. There really isn’t any gasket Cometic doesn’t carry or can’t design and build for your custom needs. To be exact, Cometic’s Custom Gasket Department deals with exactly this. Their specialized department can customize any gasket to your exact needs.

The Cometic oil pan gaskets are also reinforced with steel.

Cometic can accommodate virtually any engine configuration from naturally aspirated to the most exotic turbo and nitrous injected engines. Cometic has even expanded their lines to include cylinder head gaskets for many factory or performance diesel applications, too. With diesel engines continuing to produce more and more power, coming up with a line of gaskets, specifically for diesels is a great selling point.

Cometic’s line of top-notch gasket systems include, the MLS Multi Layer Steel, LCE Load Control Embossment, and their newest MLx Multi Layer Stopper. The MLS system utilizes three cross-sectional layers of stainless steel proving an even load across the sealing surface. Cometic’s LCE system requires less clamp load, creating less bore distortion while conforming load distribution across the sealing area.

Finally, their newest, MLx system relies on an integrated stopper layer for combustion chamber sealing and improved clamp load around the cylinder. Of course, the beauty within all of these unique systems is none of them require any sealants or re-torquing necessary.

Upping the ante, Cometic is now producing complete engine gasket kits for nearly any application. This Street pro line incorporates everything such as the cylinder heads, intake, carburetor, water pump, exhaust, and valve cover kits. Cometic is even including the valve stem seals too! It really is that complete.

Literally, every free space in and among the Precision Turbo booth was chalked full of its high-tech turbochargers. If you aren’t familiar with Precision Turbo & Engine, they’ve been a leader in the turbocharger technology for street and race applications. PTE offers a complete line of replacement, upgrade and custom turbochargers featuring the exclusive CEA (Competition Engineered Aerodynamics) compressor and turbine wheels.

Additionally, PTE manufactures its own line of intercoolers, boost control products, electronic fuel injectors, and is a top distributor for stand-alone engine management systems and fuel systems components. On tap for this year, PTE brought to the floor their new CEA Turbine Wheels, Entry level turbochargers, blow-off valves, and stainless steel v-band housings.

CEA Turbine Wheels

Specifically engineered with the performance enthusiasts in mind, PTE’s CEA high-flow turbine wheels produce an average increase of 20-45 horsepower over comparably-sized standard designs. Also, spool up time is considerably decreased with the CEA turbine wheels.

Entry Level Turbochargers

With available horsepower levels ranging from mid-300 to almost 1,000, PTE’s Entry Level Turbochargers are a great option for racers who want a high-quality product without having to break the bank

Blow-Off Valves

PTE’s all-new blow-off valves are available in both 52mm and 66mm configurations to meet your specific needs. Revolutionary design, these units break the mold when it comes to BOV technology and performance. These new valves provide exceptional flow and are extremely tunable.

Unfortunately, not all of us have the opportunity to head into Orlando, Florida for the annual Performance Racing Industry (PRI) show. Luckily, though, we were here to give you a full plates worth of all the latest and greatest this show has to offer.

Case in point, Nitrous Express (NX). At NX, the boys take their work seriously and practically live and breath Nitrous Oxide. While some may say that’s a bit crazy, we’re all for it.

As long as they’re producing some of THE baddest nitrous equipment on the market, have at it! To prove their devotion to the gaseous mix, their PRI 2011 booth was full of all new products.

The boys at NX were proud to show off their latest nitrous solenoid. It’s currently the largest solenoid on the market. Yeah, it’s that awesome. These new Lightning 250 Nitrous Solenoids feature a proprietary design that combines a huge 0.250-inch orifice with an extremely low amp draw.

CNC billet aluminum construction weighs half as much as “Trashcan” solenoids and flows 2.5 times as much, too.These Lightning Solenoids can be purchased by themselves or could serve as the perfect upgrade to any NX nitrous system.

Nitrous Express was also pleased to display their full line of LS nitrous plates, accessories, and their new Maximizer 4. The Maximizer 4 nitrous controller operates one or two separate stages of nitrous based on either time, RPM, MPH, throttle percentage or boost pressure.

Whether your engine is naturally aspirated or forced induction, gasoline or diesel, the Maximizer 4 is the first choice.

If you’ve ever been to a Goodguys event, you’re sure to get your belly’s worth of some of the country’s greatest car builds, and an eye-full of an amazing display of car vs. car action on the autocross, all while meeting some great, like-minded folks along the way. In all honestly, it’ll take a good part of the day, just to traipse through a field of cars as far as the eye can see. Then, if there’s time just kick back at the autocross track for a jaw-dropping experience as vendors and walk-ins throwdown for the quickest lap.

Unknown to the rental car agency, this fearless driver illustrated that even a V6 rental convertible mustang can compete, too!

The best way to experience all of what Goodguys has to offer means hitting up the entire weekend! Up until recently, though, the grounds were limited to a specific year and cut off any late-model vehicles.

The good news is, Goodguys recognized the need to involve late-model vehicles and devotes an entire day to them on the Sunday of selected events.

What’s The Haps?

Over the past weekend, we scoured the Del Mar Fairgrounds at the 1st Fall Del Mar event. While much of the powerTV team hit up Saturday to catch the kickoff at the autocross event and to walk the endless aisles of top-notch car builds, Sunday is where it was at!

With the 1st Fall Del Mar being selected to host “Super Sunday,” (welcoming late model American powered cars and trucks to participate on Sunday of a National event) we couldn’t wait to see what late-model owners would bring to the tables.

Spectators couldn't get enough of the autocross action and drew people from all over the fairgrounds.

What’s more, the autocross was full of them, too! The Del Mar autocross had everything from C4 ‘Vette’s, mod-motor Mustangs, a ’11 V6 rental Mustang, and even a ’11 Lucra (LC470), which is powered through an entire Corvette drivetrain.

The turnout exceeded expectations, offering an entire new group of Goodguys and gals a fantastic day with their ride. Participants and event event-goers, too, were clamoring to the fence line to drool over all the autocross action.

That’s not all either, see a car you’d like to go for a ride in? Not a problem, chum it up with any number of the drivers and they’re bound to give you a ride on the track. All you got to do is ask!

This somewhat long-bodied kit car is anything but! The LS-powered LC470 handled the autocross course with ease and made its tight hairpins look like long-handed sweepers. Of course, with Dave Pozzi (Husband of Mary Pozzi) behind the wheel, its no wonder!

The LC470 displayed just a tad bit of oversteer while exiting the first hairpin during the Goodguys 1st Fall Del Mar autocross. Pozzi was sure to reign in some steering angle to keep the car dialed in.

Come One, Come All Late Models!

If you own a late model American powered car or truck and would like to participate in any of the Super Sunday Get-Together’s it’s really easy! Just show up to the event and register right at the show Sunday Morning! Race all day, as long as you want or until the event ends. Each run is timed, which means, the more you run the better you have to work on your times. With speeds topping out at about 35-40mph, it’s still safe although you may eat a cone or two in the process.

The weekend drew thick crowds of happy show-goers who had nothing but great things to say, good things to eat, and a ton of cars to see. Aisles and even the hangars, too, were full of one-off vehicles, and custom builds.

As Goodguys Communications Director, John Drummond put it, “It was a really nice weekend and a good first time event! We registered over 1,200 cars and had a weekend crowd of 40,000. A very good start!” We couldn’t agree more.

That’s not all either, since Goodguys is ramping up for next year with even more “Super Sunday Get-Together.” Again, these programs for the new 2012 season will welcome all years, makes, and models of American made or American powered vehicles to 17 Goodguys national events on Sunday-only.

Make sure to stay tuned, we’ll have the entire event coverage of the 1st Fall Del Mar event up shortly, including tons of images and results from the Goodguys autocross.

As usual, Edelbrock showed up with some heavy artillery to rock the 2011 SEMA Show this year. Like a lot of wrench-heads out there, though, not all were fortunate to attend. Luckily, Edelbrock made sure to document its own coverage in four awesome videos. Each video contains some of their newest creations, which should be available by 2012. Edelbrock made sure to pull out all the stops and showcased everything from their E-Street EFI system, to the new E-Force supercharger system for the GM 6.2L trucks.

Your host for the first video is none other than Vic Edelbrock. Vic takes you through Edelbrock’s newest E-force supercharger systems, which are available for a number of applications, including the 6.2L trucks. As Vic puts it, “Just put it on, gain horsepower, and go faster,” all while maintaining an emissions legal system.

Also on display was Edelbrock’s E-Street fuel injection and their new line of water pumps, which feature a new impeller design for enhanced flow. Vic also pointed out their #1406 Edelbrock carburetor contains all the vacuum fittings for a perfect install and also comes with an attractive new finish. Not stopping there, Edelbrock is also introducing a new line of Black powdercoated carburetors. Vic is quick to note, “Along with going fast in America, we want to lood good, too.”

Of course, we don’t want to spoil all the fun..you’ll just have to load up the videos and watch for yourself!

]]>http://www.corvetteonline.com/news/video-edelbrock-releases-new-products-for-2012/feed/0http://www.corvetteonline.com/files/2011/11/e-force-01-400x266.jpghttp://www.corvetteonline.com/files/2011/11/e-force-01-300x199.jpgVideo: K&N Makes Searching For Products Easier Than Ever!http://www.corvetteonline.com/news/video-kn-makes-searching-for-products-easier-than-ever/?utm_source=rss&utm_medium=rss&utm_campaign=video-kn-makes-searching-for-products-easier-than-ever
http://www.corvetteonline.com/news/video-kn-makes-searching-for-products-easier-than-ever/#commentsSat, 26 Nov 2011 17:28:17 +0000Sean Haggaihttp://www.corvetteonline.com/news/video-kn-makes-searching-for-products-easier-than-ever/Finding parts and components that fit yours specific year, make, and model can be a daunting task. Moreover, there’s no sense in installing one of those “universal” kits. What’s the fun in that, especially when it’s not guaranteed to fit. To aid and educate its customers, K&N filters has gone through a ton of trouble to make sure you find exactly what you need; the first time around.

Now, using K&N’s website on a standard computer or through your personal smart phone, anyone can search for the K&N product of their choice just by filling out their simple to use searching system. What’s more, once you’ve located the exact part, you can have the option to buy the product instantly through any number of K&N’s authorized dealers in your area!

K&N’s got everything covered and offers several options. Their first option allows you to log onto your home computer or smart phone device. From there, just select the year, make, and model of your vehicles and a list will appear. With the list, go ahead and click on the desired product and you’re done and have the option to purchase as necessary. K&N’s second option allows the user to fill in your vehicles VIN number for an exact match. Again, once its located your parts, you have the option to purchase them from your local, authorized dealer.

This year at the SEMA Show in Las Vegas, Nevada, BendPak made a huge statement and brought nearly every piece of industry tooling they could stuff into their booth. While not everyone has the pleasure of attending SEMA, Bendpak made sure to keep fans up to date with a daily report from the showroom floor.

BendPak made sure to bring a huge selection of brand new automotive innovations and long-standing brand favorites. If you’re not familiar with Bendpak, they’ve been strong players in the game and have been manufacturing the industry’s greatest car lifts, pipe benders, and air compressors for forty-five years. Their solutions to automotive service is both safe and last a lifetime. Just look for the true-blue, and you’ll know its a BendPak.

For now though, feel free to browse their updates from the show, here. They’ve even included some pre-show images of the floor and provided updates throughout the remainder of the SEMA Show.

See a Bendpak product you might be interested in? Of course, they’ve even captioned each image and provided links to those specific products.

BendPak’s highlight of the show was their Ranger Tire Changer. Ranger Tire changers are the essential center-pieces of every well-run garage. Ranger provides exclusive tire changing features that make tire changing easier than ever. Ranger’s extensive line of tyre machines is one of the largest in the industry, with models designed to suit nearly every budget, automotive specialty and tire size.

Some of Ranger’s exciting innovations include a helpful drop-center top mount arm that firmly holds the tire in place during rotation, a pneumatic wheel restraint device to keep a wheel locked into place, power-assist upper bead rollers that assist in bead breaking and setting, one of the largest wheel-clamping ranges in the industry, power-assist mounting towers for even more versatility and an overall superior design that’s meant to last and last.

Need some serious fuel for your project vehicle? Yes, don’t get us wrong here, 400-500hp out of any street-mill is potent. However, with Fuelab their into fueling some serious engines with serious power. What we’re talking about here is 700-1,500hp with capabilities to fuel engines rated to 1,800hp!

Fuelab has a simple solution when it comes to using their Prodigy fuel pumps. Their pumps use a DC brush less motor system with electronics that control the pump’s operation. The pumps use an input signal to determine the desired operating speed. By having this feature, pump speed becomes controllable, allowing continuous duty applications for high flow pumps and avoiding a full speed high current draw condition that leads to heat buildup and the potential for vapor lock.

All Prodigy fuel pumps are Gasoline, Diesel, Methanol, and Ethanol compatible. This allows the ability to support big power without a belt driven pump. Each pump is hand built and tested at the Fuelab facility in Litchfield, Illinois under strict quality and rigorous testing guidelines before shipping. Fuelab has eight innovative models available ranging in performance levels; with flow rates up to 200GPH and operating pressures up to 125PSI.

Fuelab’s electronic fuel pressure regulator takes all the guess work out of fuel delivery. Their line of electronic fuel pressure regulators work in concert with the Prodigy line of fuel pumps to reduce heat build up and vapor lock conditions related to street/strip operation. Simply, set the pressure mechanically like a traditional bypass regulator, then let the electronic fuel pressure regulator’s demand based speed control take care of the rest!

That’s not all either, Fuelab offers up a full line of mechanical fuel pressure regulators, too. Of course, you’ll have to visit the Fuelab website to get the rest of the details.

Fuelab's fuel pressure regulator offers on demand fuel delivery and even includes the fittings and wiring harness.

Fuelab Electronic Fuel Pressure Regulator Features:

Works with Fuelab’s Prodigy Fuel Pump

Patented method for demand based flow control, able to detect changes in demand before change in rail pressure is realized

Automatically reduces current draw at low flow demand

Monitoring capability to track actual fuel system capacity

Get the quick response of a mechanically regulated system, with the advantage of electronic flow control

Independent system, no other connections, control boxes or calibration required

All too often, in the game of project cars, room for improvement is always available; it’s practically inevitable. This hobby allows for the slightest opportunity for wrenching to snowball into a day of all-out upgrades. Besides, who likes sticking with average? When it comes to upgrading, consumers have got a ton of products to choose from. For some, upgrades happen purely out of necessity, others for fun, or when the budget allows for it. The privileged just can’t wait to get the latest and greatest offerings in the aftermarket, and who can blame them?

Unlike the aspects of the past, though, there are a myriad of companies that provide solutions to the guessing games of the past. One such company is Concept One. If you aren't familiar with Concept ONE, they offer some of the industries finest accessory mounting kits for small- and big-block Chevy’s in a modern serpentine system. What’s more, Concept’s line of components provides a custom look and feel with off-the-shelf availability; a complete package not matched by many.

For us though, our install consisted of a well-liked but somewhat mysterious upgrade—the serpentine drive belt system. If you’ve ever fussed with a multi-belt design in the past, then hanging the alternator, power-steering pump, and other drive accessories to your GM small-block could prove a bit challenging.

Prior to aftermarket performance powerhouses like Summit and Jegs and availability of serpentine kits, that meant scouring the wrecking yards for OEM brackets and guessing at the alignment of the V-belts and the clearance of each accessory.

This turned the weekend project into a small treasure hunt to turn up the correct items for a complete build. We can safely say, though, that most of those days are long gone.

A modern serpentine system completely eliminates the need for multiple belts and squashes any concern for fitment. First introduced in GM vehicles during the mid-‘80s, the serpentine system is more efficient than the older multiple belt systems. It’s become an industry standard on all modern cars and trucks.

The beauty of Concept ONE's serpentine kit lies in its flawless design. The Victory Series keeps the A/C compressor, alternator and power steering pump cleverly tucked within the boundary of the engine block. No matter if you’re into street rods, late-model trucks, or in our case, a mid-‘80s Camaro, Concept ONE’s kits will fit a variety of applications. What’s more, their all-inclusive kits come complete. This means less down time and more fun on the road.

Serpentines use a single, wide belt to drive all the accessories instead of thinner V-belts. Additionally, they require less space to operate and produce higher tension, which also reduces slip. Consequently, less slip means longer belt life, extending your initial investment.

For fit and finish, Concept One made sure to take their Serpentine kit one step further. They've made sure to add in beauty caps to their belt-driven accessories. They're easy to install, too. Simply snap them into place and you're done.

What’s more, serpentine systems are also much easier to maintain and replace. Their tight, clean, and simplistic design makes it the perfect addition to free up engine bay real estate and power, and the perfect opportunity to turn our bland engine into a modern-day runner.

With a completed, ready-to-fire Dart 440ci small-block awaiting installation into our project car, we were after a more modern approach.

Sure, the standard V-belt design would have sufficed but we were after something that could take the punishment of high horsepower and the occasional abuse from open track days and test & tune nights.

After calling Concept ONE, owner Kevin Redd dialed us in. Redd turned us onto their Victory Series pulley system that contains everything needed to mount the three most common accessories like the power steering pump, A/C compressor, and the alternator. Of course, it’s all spun by one belt in one seamless kit. Redd explained, “We really focus on how the systems fit and have worked really hard to make sure our kits fit without having to make modifications and assure each kit is clean and neat.”

Each Concept ONE Victory Series kit includes an Ultra small polished Sanden SD-7 compressor with billet manifold, and new Delphi aluminum power steering pump. An Edelbrock waterpump is also included as well as a heavy-duty 105 amp polished Powermaster one-wire alternator. Of course, the kit wouldn't be complete without the crank pulley, waterpump pulley, alternator pulley, and power steering pulley. Not done yet, Concept One also includes a complete bracket set for the alternator A/C compressor, and power steering as well as the alternator pulley cover compressor nose cover. Goodyear Gatorback belts and tensioner with chrome hardware completes the kit.

Concept ONE even offers up two more finishing choices and include the option for a machined finish or the opportunity to have all of the hardware and brackets delivered in a black or clear anodized finish.

Although we began with the front of our small-black already bare, the removal process is easily completed with basic hand tools. At powerTV headquarters, under the technical hands of Sean Goude, we installed the entire Victory Series onto our Dart 440ci small-block before midday. Our final touch was adding the serpentine Gates belt to complete the package. Of course, you’ll have to stay tuned for when we drop the new powerplant into the car and test the system.

Installing The Concept One Kit

Our in house tech-guru, Sean Goude, took the reigns on our Concept ONE Conversion install and got right to work. Using the supplied studs, he applied a small dab of Loc-Tite (Blue) to the ends of each thread. This would prevent the threads from backing out of the water ports and ensure the studs stayed in place.

Following the supplied instructions, Goude installed three of the studs into the water ports, and installed the longest stud in the passenger side water port.

We made sure to add all the necessary highly-polished pulley's and installed the alternator fan to the accessories. Concept One has left no stone unturned.

From there, Goude went ahead by installing the main brackets for the serpentine kit. The “Y” shaped bracket hangs onto the passenger side studs with the rectangular-shaped bracket hanging off of the driver side studs. It’s also important to note that each bracket must have the O-rings installed on both sides.

A small amount of white grease may help to keep the O-rings in place as you install the brackets. With the studs in place, and O-rings set into the brackets, we could install the waterpump onto the front of the block.

The brackets simply slide over the studs and are held in place with the supplied hardware. We used a 7/32-inch Allen socket to lock each bracket into place onto the block.

Up next were the four individual spacers, which thread onto the studs coming out of the block. The ends of each spacer have also been machined with threads, too, so additional brackets can be mounted. We’ll get to those later, for now, we went ahead and installed the lower crank pulley with the supplied hardware and locked it all down with a 1/4-inch socket.

Just add a couple of the included polished bolts and the entire bracket with alternator can be installed in no time flat.

Concept ONE has done all their homework on these ingenious serpentine setups. Each component works seamlessly with one another and attaches with all the supplied hardware.

The power steering pump installs on the lower side of the drivers side bracket. Using the supplied spacer (round-shaped) we lined up the holes and set it into place. To install the pump, we used a 1/2-inch socket and locked it down for final assembly.

Next item in the kit is the driver’s side bracket, which supports the alternator. It’s been cleverly designed to look great underneath the hood of your project car. Moreover, all the bolt holes have been clearanced and ready for install. This means all it takes to get this bracket onto your motor is adding the supplied hardware.

Goude went ahead and used a 5/16-inch Allen socket and locked the bracket into place. Then, Goude installed the supplied Powermaster Alternator with additional hardware.

The best part, once the accessories are installed, they don’t have to be adjusted for slack in the serpentine belt.

In all, this means the entire setup can be entirely bolted on, installed, and ready to run.

With the drivers side accessories mounted, Goude moved over the passenger side and went right ahead and installed the A/C Condenser accessory bracket. This bracket holds and supports the A/C condenser. It, too, installs with the supplied hardware.

Goude threaded in the necessary bolts and locked that bracket down with a 5/16-inch Allen socket. Once that was complete, he installed the required spacer, which is placed below the condenser and sent the bolt through for completion.

Utilizing the spacers we installed previously to secure the waterpump, Goude lined up the accessory A/C bracket and bolted it into place. On the right, Goude locks in the manifold.

These trick spacers from Concept ONE do more than just look cool. They properly space the A/C and Alternator brackets away from the water pump. They've also been machined to fit a 5/8-inch open-end wrench, which makes install a breeze.

Concept ONE has made sure to include all the necessary components with their Victory Series serpentine kit. Case in point, the Goodyear Gatorback belt. One of the benefits from running a serpentine kit is having the advantage of using just one belt.

Goodyear Gatorback belts provide a longer service life with less noise than the traditional Poly-V belt design.

By absorbing the shock and vibration transmitted from the crank pulley, the belts can help your harmonic damper to better reduce harmful vibrations. Needless to say, we couldn’t wait to get the belt on to view the final product.

However, first Goude had to install the serpentine belt tensioner. With just one bolt, the tensioner is quickly added to the entire setup. Then, Goude wrapped the belt around the upper accessories and over the bottom crank pulley.

Then, using the 1/2-inch adapter end of a ratchet, torqued the tensioner (loading the internal spring) and slipped the new belt into place for final-that’s it! There’s no tinkering with the final adjustment with a system that uses a belt tensioner. The tension is automatically adjusted with the internal spring.

The included A/C manifold was a breeze to install. Simply remove the factory cap from the A/C condenser and bolt the highly-polished Concept One unit on using the supplied hardware.

With a quick flick of the wrist, Goude installed the tensioner bolt and then used the open end of a ratchet to swing the tensioner down and allowed the Gatorback to sit correctly on the pulley.

Although not sporting the belt at this point, it's easy to distinguish the quality in these components.

Once the belt was in place, its clear through the final product that Concept ONE make some seriously-nice serpentine components.

So far, we’ve had nothing but good things to hear from people walking by our install. We can’t wait to get this entire engine with its new serpentine kit planted into the car. Stay tuned, we’ll have a complete install of this engine soon enough.

For more information, be sure to click on Concept One for availability, options and pricing. Concept ONE has got a ton of kits to choose from!

A complete set of highly-engineered components has turned our bland Dart 440ci small-block into a real head-turner.